[Federal Register Volume 67, Number 186 (Wednesday, September 25, 2002)]
[Proposed Rules]
[Pages 60284-60513]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 02-14785]



[[Page 60283]]

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Part II





Department of Transportation





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Federal Aviation Administration



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14 CFR Parts 1, 60, 61, 63, 141, and 142



Flight Simulation Device Initial and Continuing Qualification and Use; 
Proposed Rule

  Federal Register / Vol. 67, No. 186 / Wednesday, September 25, 2002 / 
Proposed Rules  

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Parts 1, 60, 61, 63, 141, and 142

[Docket No. FAA-2002-12461; Notice No. 02-11]
RIN 2120-AH07


Flight Simulation Device Initial and Continuing Qualification and 
Use

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: The FAA proposes to amend the regulations to establish flight 
simulation device qualification requirements for all certificate 
holders in a new part. The basis of these requirements currently exists 
in different parts of the FAA's regulations and in advisory circulars, 
and the proposed changes would consolidate and update flight simulation 
device requirements. In addition, the FAA is proposing to require a 
Quality Assurance program. Currently, sponsors of flight simulation 
devices may elect to have, but are not required to have, a Quality 
Assurance program. The intended effect of these proposed changes is to 
ensure that users of flight simulation devices receive the best 
possible training in devices that closely match the performance and 
handling characteristics of the airplanes being simulated.

DATES: Send your comments on or before December 24, 2002.

ADDRESSES: Address your comments to the Docket Management System, U.S. 
Department of Transportation, Room Plaza 401, 400 Seventh Street, SW., 
Washington, DC 20590-0001. You must identify the docket number FAA-
2002-12461 at the beginning of your comments, and you should submit two 
copies of your comments. If you wish to receive confirmation that FAA 
received your comments, include a self-addressed, stamped postcard.
    You may also submit comments through the Internet to http://dms.dot.gov. You may review the public docket containing comments to 
these proposed regulations in person in the Dockets Office between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays. The 
Dockets Office is on the plaza level of the NASSIF Building at the 
Department of Transportation at the above address. Also, you may review 
public dockets on the Internet at http://dms.dot.gov.

FOR FURTHER INFORMATION CONTACT: Edward Cook, National Simulator 
Program Staff (AFS-205), Flight Standards Service, Federal Aviation 
Administration, 1701 Columbia Avenue, College Park, GA 30337; telephone 
(404) 305-6100.

SUPPLEMENTARY INFORMATION:

Comments Invited

    The FAA invites interested persons to participate in this 
rulemaking by submitting written comments, data, or views. We also 
invite comments relating to the economic, environmental, energy, or 
federalism impacts that might result from adopting the proposals in 
this document. The most helpful comments reference a specific portion 
of the proposal, explain the reason for any recommended change, and 
include supporting data. We ask that you send us two copies of written 
comments.
    We will file in the docket all comments we receive, as well as a 
report summarizing each substantive public contact with FAA personnel 
concerning this proposed rulemaking. The docket is available for public 
inspection before and after the comment closing date. If you wish to 
review the docket in person, go to the address in the ADDRESSES section 
of this preamble between 9 a.m. and 5 p.m., Monday through Friday, 
except Federal holidays. You may also review the docket using the 
Internet at the web address in the ADDRESSES section.
    Before acting on this proposal, we will consider all comments we 
receive on or before the closing date for comments. We will consider 
comments filed late if it is possible to do so without incurring 
expense or delay. We may change this proposal in light of the comments 
we receive.
    If you want the FAA to acknowledge receipt of your comments on this 
proposal, include with your comments a pre-addressed, stamped postcard 
on which the docket number appears. We will stamp the date on the 
postcard and mail it to you.

Availability of Rulemaking Documents

    You can get an electronic copy using the Internet by taking the 
following steps:
    (1) Go to the search function of the Department of Transportation's 
electronic Docket Management System (DMS) web page (http://dms.dot.gov/search).
    (2) On the search page type in the last four digits of the Docket 
number shown at the beginning of this notice. Click on ``search.''
    (3) On the next page, which contains the Docket summary information 
for the Docket you selected, click on the document number of the item 
you wish to view.
    You can also get an electronic copy using the Internet through the 
Office of Rulemaking's web page at http://www.faa.gov/avr/armhome.htm 
or the Government Printing Office's web page at http://www.access.gpo.gov/su_docs/aces/aces140.html.
    You can also get a copy by submitting a request to the Federal 
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence 
Avenue SW., Washington, DC 20591, or by calling (202) 267-9680. Make 
sure to identify the docket number, notice number, or amendment number 
of this rulemaking.

Background

    For many years the flightcrew training regulations in 14 CFR part 
121 subparts N and O allowed simulator training as an enhancement to 
training and testing in the airplane, but not as a complete replacement 
for training in the airplane. Due to improvements in flight simulator 
performance, appendix H was added to part 121 in 1980. Appendix H 
permitted and expanded use of simulators by air carriers that took 
advantage of the new simulator performance through an ``Advanced 
Simulation Training Program.'' Appendix H permits simulators to be used 
for varying amounts (up to 100%) of the training, testing, and checking 
required by the FAA. The amount of training permitted depends on the 
simulator's qualification level.
    As the state-of-the-art in simulator technology has advanced, more 
effective use has been made of the airplane simulator in training, 
checking, and certification of flightcrew members. Using flight 
simulators rather than airplanes in training allows for more in-depth 
training, including the practice of critical emergency procedures, in a 
safer environment. Not only do simulators provide improvements in 
safety and in safer training operations, they also provide such 
benefits as reducing noise, air pollution, and air traffic congestion, 
and conserving petroleum resources.
    Appendix H of 14 CFR part 121 provides an Advanced Simulation plan 
outlining the steps towards optimum use of flight simulators. The plan 
consists of several phases of simulation devices and the training 
allowed in each simulation device level. The intent of including a 
phased simulation approach was to provide for certificate holders to 
transition to using the most technically advanced simulation training 
in order to achieve the maximum benefits of simulation training. Most 
major air

[[Page 60285]]

carriers have taken advantage of appendix H and conduct most or all of 
their training and checking in simulators.
    The FAA originally placed simulator technical requirements in 
appendix H because part 121 air carriers were the primary users of 
airplane simulators. As the larger aviation community became interested 
in using simulators, the FAA in 1980 provided guidance in an advisory 
circular, AC 121-14C, Aircraft Simulator and Visual System Evaluation 
and Approval. The AC more fully described what the technical 
capabilities of simulators should be, how those capabilities might be 
verified, and how all these capabilities might be incorporated into 
training programs.
    Over the next several years, the FAA in consultation with the 
aviation industry, refined and republished its guidance material 
several times. Because the regulations regarding advanced simulators 
remained in part 121, appendix H, certificate holders who operated 
under parts other than 121 (such as parts 125 and 135) had to obtain 
exemptions in order to use simulators as provided in part 121, appendix 
H. The number of these operators continued to grow.
    The ability to manage the increasing number of exemptions, each one 
with slightly different provisions, conditions, and limitations, became 
increasingly difficult. The development of 14 CFR part 142, 
Certification of Training Centers, was seen to be a logical and 
necessary way to deal with those operators who wished to conduct 
training for flightcrew members but who did not and would not operate 
under any of the part 119, 121 125, or 135 passenger carrying rules. 
However, the regulatory requirements for the technical criteria for a 
majority of the simulators coming into the U.S. aviation inventory has 
remained in the part 121 operating rule.
    As a result of the above, the FAA is proposing to remove the 
technical requirements for flight simulation devices (flight simulators 
and flight training devices) from part 121 and place them in a new part 
60, titled ``Flight Simulation Device Qualification.'' The proposed new 
part 60 would establish flight simulation device (FSD) requirements 
that could be used by anyone who conducts flightcrew member training, 
evaluation, and flight experience under any of the Federal Aviation 
Regulations. The term FSD includes aircraft simulators and aircraft 
flight training devices (FTD). In short, a flight simulator is a full 
size replica of a specific type aircraft cockpit, including controls, a 
visual system, and a motion system; a flight training device is a full 
size replica of aircraft instruments, equipment, panels, and controls, 
but does not require a visual system or a motion system. (See proposed 
Sec.  1.1 for complete definitions of these terms.) Under current 14 
CFR Chapter I, there is no general term for these two types of devices.

General Discussion of Proposed Part 60

    Proposed new part 60 would contain the requirements for the 
evaluation, qualification, and maintenance of FSD's. The proposed 
requirements are based on the current requirements on how to build and 
use simulators in appendix H of part 121 and in current Sec.  121.407. 
In a separate rulemaking project that will follow this proposal, other 
portions of appendix H would be moved to a new subpart of part 121, and 
appendix H would be deleted.
    Part 60 would also contain items (such as frequency, content, and 
method of evaluation) currently found in the advisory material in AC 
120-40B, Airplane Flight Simulator Qualification, in AC 120-45A, 
Airplane Flight Training Device Qualification, and in AC 120-63, 
Helicopter Simulator Qualification. Standards from this advisory 
material and specific items that are subject to change through 
technological advancements would be placed into one of four appendices 
to part 60:
    [sbull] Appendix A, ``Airplane Flight Simulators Qualification 
Performance Standards.''
    [sbull] Appendix B, ``Helicopter Flight Simulators Qualification 
Performance Standards.''
    [sbull] Appendix C, ``Airplane Flight Training Devices 
Qualification Performance Standards.''
    [sbull] Appendix D, ``Helicopter Flight Training Devices 
Qualification Performance Standards.''
    The Standards in these QPS documents are regulatory. Changes and 
additions to those standards would be subject to notice and comment 
procedures under the Administrative Procedures Act unless ``good 
cause'' {see 5 U.S.C.{time}  exists to justify proceeding without 
notice and comment.
    The current and proposed allowable and required uses of flight 
simulation devices would be in applicable operating, certification, and 
training center regulations in parts 61, 63, 121, 135, 141, and 142 and 
in the four QPS documents. The tasks approved for each qualification 
level would also be provided in the four QPS documents.
    For a further discussion of the QPSs, see the preamble discussion 
on ``Delegation of Authority for Standards Documents.'' The remainder 
of this discussion of proposed part 60 explains how the proposed rules 
would be applied. The process described below for obtaining and 
maintaining FSD qualification is similar to current practice.

Obtaining and Maintaining FSD Qualification under the Proposed Rule

    If a certificate holder intends to use an FSD in its training 
program in order for people to obtain credit toward FAA training, 
checking or testing requirements, the FSD must be evaluated and 
qualified by the FAA's National Simulator Program Manager (NSPM) or a 
person approved by the NSPM. The certificate holder may be the 
``sponsor'' of the FSD. An FSD ``sponsor'' seeks qualification and 
subsequent approval for use of the FSD and agrees to assume 
responsibility for maintaining the FSD according to prescribed 
standards. The sponsor may contract with another person for services of 
document preparation and presentation, as well as FSD inspection, 
maintenance, repair, servicing, etc., but the sponsor retains ultimate 
responsibility for the qualification of the FSD. Other certificate 
holders may seek approval to use the same FSD for credit under an 
approved training program, but such certificate holders would not be 
sponsors of the FSD. ``Credit'' means use to meet initial and recurrent 
training, flight experience requirements or evaluation, such as 
checking and testing, etc. Although FSD's can be used for ``credit'' to 
meet certain flight experience requirements (e.g., re-establishing lost 
recency of experience in landings), time spent in FSD's may not be 
``credited'' toward ``operating experience'' requirements (e.g., Sec.  
121.434).
    Typically, a manufacturer produces an FSD that accurately 
represents the characteristics of an airplane type, model, and, if 
applicable, series, such as a Boeing 777-232. The sponsor buys, leases, 
or otherwise arranges for the use of the FSD in a specific training 
program, such as its Boeing 777 pilot training program for initial, 
upgrade, or transition training. First, the sponsor must successfully 
complete the required objective and subjective tests of the FSD as 
specified in the appropriate QPS. The findings of these tests indicate 
whether or not the FSD adequately represents the characteristics of the 
aircraft in the following areas: cockpit configuration, airplane 
systems and sub-systems, and performance and flying qualities. These 
findings also indicate whether or not the FSD adequately represents the

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environment in which the aircraft actually operates.
    The sponsor then applies for the NSPM evaluation. For the initial 
NSPM evaluation, the sponsor must allow the NSPM to test the FSD by 
conducting and comparing objective tests, subjective tests, and 
performance demonstrations with a series of specific tests conducted 
the same way in the aircraft. The comparison must show that the 
performance and flying qualities of the aircraft and FSD are the same, 
within established tolerances, and that the FSD functions correctly and 
adequately to perform its planned functions. A successful initial 
evaluation means that the NSPM agrees with the sponsor's findings that 
the FSD is an adequate representation of the aircraft.
    Once the initial evaluation is successfully completed, the FAA 
issues a Statement of Qualification (statement). This statement 
indicates that the FSD is either a flight simulator or an FTD. The 
statement also indicates the level of qualification assigned to the 
FSD. Each FSD can be qualified as either a flight simulator (Level A, 
B, C, or D) or a flight training device (FTD) (Level 2, 3, 4, 5, or 6). 
The FAA is reserving the term ``Level 1 FTD'' for potential future use. 
For a further discussion of this issue, see the preamble discussion for 
``Conforming changes to other parts.'' The statement also includes a 
list of all of the operations tasks or simulator systems in the 
subjective test appendix of the appropriate QPS for which the FSD has 
not been subjectively tested and for which the FSD is not qualified 
(e.g., circling approaches, windshear training, etc.). Issuance of the 
statement means that the FSD: (1) Has been qualified as representative 
of the aircraft, or set of aircraft, as appropriate; and (2) has been 
qualified at a level authorized in the QPS.
    A qualified FSD still cannot be used for training until it is 
approved for use in a certificate holder's training program in 
accordance with the training program regulations in parts 121, 135, 
141, and 142. A certificate holder must obtain this approval from the 
FAA through the training program approval authority. Once the FSD has 
been approved for use in a training program (and the operator has been 
approved as the FSD sponsor), the FSD may also be approved for use in a 
non-sponsor's training program.
    If the FSD has been evaluated and qualified and if it has been 
approved for use in the training program, then it may be used for 
credit as long as its qualification is maintained. To maintain a 
qualified FSD, the sponsor must comply with the following continuing 
qualification requirements. The sponsor must complete performance 
demonstrations and objective, quarterly checks of the simulator's 
performance and handling qualities. These quarterly checks are to be 
evenly spaced throughout the year and include approximately one-fourth 
of the performance demonstrations and validation tests in the Master 
Qualification Test Guide (MQTG). All of the MQTG demonstrations and 
tests would have to be completed annually. The sponsor must maintain 
the results of these quarterly checks for review by the NSPM. This 
review may be accomplished at any time, but regularly occurs during 
scheduled recurrent evaluations. The sponsor must also coordinate with 
the NSPM to ensure that recurrent evaluations are completed within the 
required interval. The NSPM conducts recurrent evaluations that consist 
of performance demonstrations and objective tests in the MQTG and 
subjective tests.
    If an FSD is removed from service for moving, storage, or other 
purpose, the sponsor must take the additional steps proposed in the 
rule. In addition if the aircraft is modified to change cockpit 
configuration, if the certificate holder changes relevant flightcrew 
member duties, or if new data is developed on relevant performance 
characteristics, the FSD must be modified to comply with the aircraft 
changes and incorporate the appropriate information in order for time 
spent in the FSD to be credited toward meeting training, checking, 
testing, or experience requirements under Title 14 of the Code of 
Federal Regulations.
    All of these requirements are explained in more detail in the 
section-by-section discussion below.

Section-by-Section Discussion of Proposed Part 60 and Conforming 
Changes to Other Parts

Part 1 Amendments

    Several proposed definitions would be added to current Sec.  1.1, 
including, ``Flight simulation device,'' ``Flight simulator,'' and 
``Flight training device.'' The abbreviations ``FSD'' and ``FTD,'' for 
``flight simulation device'' and ``flight training device,'' 
respectively, would be added to Sec.  1.2. These terms are being added 
to the definitions and abbreviations in part 1 because they are used in 
several parts, including new proposed part 60 as well as current parts 
61, 63, 121, 135, 141, and 142.

Section 60.1 Applicability

    The proposed section outlines the subjects addressed in proposed 
part 60. Proposed paragraph (a) is based on language from the first 
introductory paragraph in the ``Advanced Simulation'' section of 
existing Appendix H. The proposed language states that part 60 contains 
requirements governing the initial and continuing qualification and use 
of all aircraft flight simulation devices (FSD) used for training, 
evaluation, or obtaining any flight experience (but not operating 
experience under part 121, 125, or 135) for meeting flightcrew member 
certification or qualification requirements.
    Proposed paragraph (b) clarifies that part 60 applies to anyone who 
uses an FSD for flightcrew member training, qualification, or 
experience requirements of 14 CFR chapter I. This includes not only 
sponsors or owners of FSD's, but also each person who uses an FSD for 
training, evaluation, or obtaining flight experience required for 
flightcrew member certification or qualification.
    Proposed paragraph (c) clarifies that the rules in proposed Sec.  
60.31 regarding falsification of applications, records, or reports 
apply not only to sponsors or owners of FSD's, but also to each person 
who uses an FSD for training, evaluation, or obtaining flight 
experience required for flightcrew member certification or 
qualification.

Section 60.2 Applicability of Sponsor Rules to Persons Who Are Not 
Sponsors and Who Are Engaged in Certain Unauthorized Activities

    Proposed paragraph (a) proposes that the rules of this part that 
are addressed to FSD sponsors are also applicable to nonsponsors who 
inappropriately use or cause the use of an FSD. Proposed rules that are 
specifically addressed to sponsors included Sec. Sec.  60.5(a), 
60.19(a), 60.23(d), and 60.31. The purpose of Sec.  60.2(a) would be to 
give the FAA a legal means by which it could charge a nonsponsor, who 
inappropriately uses or causes the use of an FSD, with violations of 
the safety rules that are directed to persons who have already become 
sponsors of FSDs. Because the word ``person'' is already defined in 
Part 1 of the regulations, this proposed section and all other proposed 
sections that refer to ``person'' or ``persons'' would apply to 
individuals and legal entities, including corporations, companies, and 
partnerships. Therefore, for example, if ``Company A'' made its FSD 
available to ``Company B'' with representations that the FSD was fully

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qualified under Part 60, including a false representation that 
``Company A'' was the FAA-approved sponsor for the FSD (see Sec.  
60.7(b)), then ``Company A'' could be charged with violating Sec.  
60.19(a). Even though Sec.  60.19(a) directs a sponsor not to use or 
allow the use of an FSD to meet any of the requirements of the Federal 
Aviation Regulations unless certain requirements are met (e.g., a 
functional ``preflight'' check each calendar day before the FSD is 
first used), ``Company A'' (a nonsponsor of the FSD) could also be 
charged with a violation of Sec.  60.19(a) because its actions would 
meet the elements under proposed Sec.  60.2(a). Meeting the elements 
under Sec.  60.2(a) would make proposed Sec.  60.19(a) applicable to 
Company A.
    Proposed Sec.  60.2(b) provides an example in which proposed Sec.  
60.2(a) would not apply. If an FSD manufacturer sold a FSD to an air 
carrier and merely made representations that the FSD was in a condition 
such that it should be able to obtain FAA approval and qualify as an 
FSD under proposed part 60, that manufacturer would not be subject to a 
possible violation of any proposed section directed to FSD sponsors as 
long as the other conditions of proposed paragraph (b) were also met. 
Thus, an FSD manufacturer that did not falsely claim to be the FSD's 
FAA-approved sponsor and did not make false representations that 
someone else was already FAA-approved as the FSD's sponsor and did not 
claim the FSD was already fully qualified under part 60 (in a case 
where it really was not qualified pursuant to part 60), would not be 
subject to Sec.  60.2(a). Not being the FSD's sponsor and not being 
subject to Sec.  60.2(a) would mean that the manufacturer would not be 
subject to proposed part 60 rules addressed to ``sponsors.''

Section 60.3 Definitions

    This proposed section contains definitions used throughout proposed 
part 60. The following definitions are included: ``Certificate 
holder,'' ``Evaluation,'' ``Flight experience,'' ``Flight test data,'' 
``FSD Directive,'' ``Master Qualification Test Guide (MQTG),'' 
``National Simulator Program Manager (NSPM),'' ``Objective test,'' 
``Predicted data,'' ``Qualification level,'' ``Qualification 
Performance Standard (QPS),'' ``Qualification Test Guide (QTG),'' ``Set 
of aircraft,'' ``Sponsor,'' ``Subjective test,'' ``Training Program 
Approval Authority (TPAA),'' and ``Upgrade.''
    For purposes of proposed part 60 ``certificate holder'' refers to a 
person issued an operating certificate under part 119 to conduct 
operations under part 121 or 135, a person issued a pilot school 
certificate under part 141, a person issued a training center 
certificate under part 142, or a person that has FAA approval for a 
course of training for flight engineers under part 63.
    For purposes of proposed part 60, flight experience means only that 
flight experience used to meet landing recency requirements.
    As defined, an FSD Directive is a document issued by the FAA to an 
FSD sponsor, requiring a modification to the FSD due to a recognized 
safety-of-flight issue and amending the qualification basis for the 
FSD. There are several types of situations that might occur that would 
lead the FAA to issue an FSD Directive. If an aircraft manufacturer 
develops new data on an aircraft and the FAA decides that the new data 
might affect aircraft performance or handling qualities, then the FAA 
may issue an FSD Directive to require each sponsor of that type FSD to 
make a corresponding change to the FSD. Similarly, the FAA may issue an 
FSD Directive if a manufacturer or the FAA discovers that the existing 
data for an aircraft is not accurate. Also, if the FAA issues an 
Airworthiness Directive on a particular aircraft and the FAA determines 
that the change required for the aircraft would also affect aircraft 
performance or handling qualities, the FAA may issue an FSD Directive 
requiring that a change be made to each affected FSD. Each FSD 
Directive would be published in the Federal Register as an amendment to 
the Record of FSD Directives appendix for the appropriate QPS. In 
addition, each sponsor would maintain a list of FSD Directives 
applicable to each FSD in the Master Qualification Test Guide (MQTG) 
for that FSD. The list would include a record of the completion of the 
modification to the FSD.
    As defined, an MQTG is approved individually for each FSD, not for 
each type of aircraft being simulated.
    A definition is proposed for ``set of aircraft'' because 
traditionally an FSD has been qualified for aircraft that share similar 
handling and operating characteristics, share similar operating 
envelopes, and have the same number and type of engines or powerplants. 
Aircraft that meet these criteria are usually referred to as a ``set of 
aircraft,'' although the term has not previously been defined.
    The term ``Training Program Approval Authority'' would be defined 
to mean a person authorized by the Administrator to approve the 
aircraft flight training program in which the FSD would be used. This 
would normally be the Principal Operations Inspector (POI), the 
Training Center Program Manager (TCPM), or the assigned operations 
inspector in the local Flight Standards District Office (FSDO).
    The proposed definition for ``upgrade'' is ``the improvement or 
enhancement of an FSD for the purpose of achieving a higher 
qualification level.'' It is not considered an upgrade when a sponsor 
chooses to modernize some aspect of the FSD (e.g., visual system, host 
computer, instructor operating station, etc.) without affecting the 
qualification level of the device.

Section 60.4 Qualification Performance Standards

    Proposed Sec.  60.4 would describe that Appendices A, B, C, and D 
would contain the Qualification Performance Standards for each family 
of flight simulation device (Airplane Flight Simulators, Helicopter 
Flight Simulators, Airplane Flight Training Devices, and Helicopter 
Flight Training Devices) and describe which appendix contains which 
QPS: i.e., Appendix A, contains the QPS for Airplane Flight Simulators; 
Appendix B contains the QPS for Airplane Flight Training Devices; 
Appendix C contains the QPS for Helicopter Flight Simulators; and 
Appendix D contains the QPS for Helicopter Flight Training Devices.

Section 60.5 Quality Assurance Program

    The basic precept of the quality assurance (QA) program described 
in this section is for the sponsor ``to say what it does; to do what it 
says; and to keep good records.'' The proposed requirement for a QA 
program would require each sponsor to develop a working knowledge of 
the requirements of part 60 and the relevant QPS document. This 
knowledge would be demonstrated to the NSPM through a written 
description of how, how often, when, where, and with what resources the 
sponsor's organization plans to comply with the requirements of part 
60.
    By having this written description, the NSPM and the sponsor would 
be able to compare what is actually done with what the sponsor agreed 
to do regarding FSD repair, modification, regular maintenance, and 
daily readiness. The standardization required for such satisfactory 
comparisons would add to the efficiency and effectiveness of the FSD. 
Through the reliability of the maintenance and the daily readiness 
provided by a sound QA program, flightcrew member training, evaluation, 
and flight experience would be obtained more reliably, on a planned 
schedule

[[Page 60288]]

with less interruption. Additionally, the students would more easily 
retain the knowledge and skills learned through such standardized, 
uninterrupted training.
    The proposed QA Program would help provide consistent training and 
repetitive practice in the desirable environment of accurate and 
realistic simulation. Flightcrew members would be able to more readily, 
more directly, and more completely transfer and use in the airplane the 
skills and procedures learned, practiced, and reinforced in reliable 
FSDs. This process would yield a safer operating flightcrew and, 
therefore, a higher degree of safety for the traveling public.
    Proposed paragraph (a) would state that a sponsor must establish 
and follow a quality assurance program before the sponsor can use or 
allow the use of an FSD for flightcrew member training or evaluation, 
or to obtain flight experience for a flightcrew member. Specific 
requirements for the quality assurance program are found in the 
appropriate QPS. The purpose of the quality assurance program is to 
ensure that the sponsor is capable of addressing their own ability to 
provide FSDs that continually meet the training, testing, checking, and 
experience requirements of their respective FAA-approved flight 
training program(s) and the regulatory requirements of part 60. The 
quality assurance program would include a complete written description 
of all of the procedures that the sponsor has developed for complying 
with all of the requirements of part 60. In addition the quality 
assurance program would include a regular assessment by the sponsor of 
the effectiveness of the sponsor's program for complying with part 60. 
See the ``information'' section of paragraph 5 in each of the QPS 
documents, published later in this document.
    Proposed paragraph (b) would state that the sponsor is responsible 
for the program regardless of where the FSD is located and regardless 
of who the sponsor may contract with for inspection, maintenance, 
repair, servicing, testing, or document preparation and presentation.
    Proposed paragraph (c) would state that the program must provide a 
means for correcting any deficiency in the program; provide a mechanism 
to incorporate any required or desired modification to the program; and 
include a means for documenting each such change or modification.
    Proposed paragraph (d) would state that when the NSPM finds that 
the program does not contain adequate procedures and standards to meet 
the requirements described in this section of the rule, the NSPM may 
require the sponsor to make an appropriate modification to the program 
to correct those deficiencies. This paragraph would also state that the 
sponsor would have the right to appeal to the Administrator such a 
notification from the NSPM to modify the program. When such an appeal 
is filed within 30 days of the NSPM notification, the requirement to 
make the modification would be delayed pending a decision by the 
Administrator, unless an emergency involving safety of flight requires 
the immediate modification.
    Proposed paragraph (e) would state that each sponsor of an FSD must 
designate one individual as the management representative (MR) for 
quality assurance program purposes. The individual would have to be 
employed by the sponsor and identified by name to the NSPM and TPAA. 
The MR would be the primary contact point for all matters between the 
sponsor and the FAA regarding the qualification of that FSD. This 
individual would be ultimately responsible for the initial and day-to-
day qualification of the assigned FSD, although he or she may delegate 
certain duties associated with FSD qualification, such as maintenance, 
inspection, and conduct of tests. The FAA assumes that any current FSD 
sponsor would already have such an individual on staff.

Section 60.7 Sponsor Qualification Requirements

    Proposed paragraph (a) would state that eligibility to become a 
sponsor is based on whether the person holds or is an applicant for a 
certificate under parts 119, 141, or 142 or whether the person holds or 
is an applicant for an approved flight engineer course under part 63. 
This paragraph would also require that the FSD will be used, or will be 
offered for use, in the sponsor's FAA-approved flight training program 
for the aircraft being simulated as evidenced in a request for 
evaluation submitted to the NSPM through the TPAA. The primary concern 
of the FAA regarding an FSD is whether or not the FSD will provide the 
proper performance and handling qualities to those who are to use it 
for training, evaluation, or flight experience. The FSD must provide an 
environment in which flightcrew members can learn, practice, and 
exhibit the same behavior patterns, the same control input strategies, 
and the same responses to input stimuli (i.e., the motion, visual, 
sound, and instrument cueing) as they would expect to exhibit in the 
real environment. Pilots, instructors, and check airmen are critical in 
ensuring the FSD is providing what it is intended to provide. It is 
this group that really has ``control'' of the simulator and is most 
motivated to ensure it continues to be the appropriate tool for 
critical training, evaluation, and flight experience tasks. The people 
in this group are the first to know and in the best position to know 
when this is being accomplished and when it is not. In short the 
sponsor must be very motivated regarding the proper function of the 
FSD. The sponsor must be dependent on the FSD's use for its training 
program, with the most to lose or gain regarding the proper functioning 
of the FSD. It is the sponsor with whom the FAA's operational interest 
is most direct. Therefore, the FAA is proposing that the FSD will be 
used, or will be offered for use, in the sponsor's FAA-approved flight 
training program for the aircraft being simulated. The FAA specifically 
requests comments on the proposal regarding the FSD being used or 
offered for use in the sponsor's FAA-approved training program for the 
aircraft being simulated.
    Under proposed paragraph (b) a person is a sponsor if the 
conditions under paragraph (a) continue and if the person has 
operations specifications for the aircraft type or set being simulated, 
or if the person has training specifications or a course of training 
authorizing the use of an FSD for that aircraft type or set. Also, the 
person would be required to have an approved quality assurance program 
in accordance with proposed Sec.  60.5. Finally, the NSPM would have 
had to approve the person as a sponsor and not have withdrawn that 
approval.
    Under proposed paragraph (c), a person would continue to be a 
sponsor of an FSD if (1) beginning 12 calendar months after the initial 
qualification and every 12 calendar months thereafter, the FSD is used 
in the sponsor's FAA-approved flight training program for the aircraft 
type or set of aircraft for a minimum of 600 hours annually and (2) the 
use of the FSD meets the requirements of parts 61, 63, 91, 121, or 135. 
The annual minimum number of hours is proposed to ensure that the 
sponsor retains the high level of interest needed when using and 
maintaining each FSD under the requirements of this part. In addition, 
this minimum number of hours also ensures that the time, effort, and 
expense incurred by the Administrator for initially and recurrently 
evaluating the FSD is appropriately incurred. In using the term 
``calendar month'' the FAA is allowing flexibility in calculating these 
hours. For example, if an FSD was initially qualified on March 5, the

[[Page 60289]]

sponsor would have until March 31 of the following year to accumulate 
the minimum 600 hours of use for that FSD. This 600 requirement 
represents between 5 and 10 percent of the time the FSD could be used 
throughout the calendar year. For example, 24 hours in a day and 365 
days in a year = 8760 hours in a year.
    Proposed paragraph (c)(3) would state that if the use requirements 
in paragraphs (c)(1) and (c)(2) are not met, the person could continue 
to sponsor the FSD on a provisional basis for an additional 12 calendar 
months. If, during this additional 12-calendar-month period, the FSD is 
used as described in paragraphs (c)(1) and (c)(2), the provisional 
status would be removed and regular sponsorship resumed. If, during 
this additional 12-calendar-month period, the FSD is not used as 
described in paragraphs (c)(1) and (c)(2), the FSD would not be 
qualified and the sponsor could not apply to sponsor the FSD for at 
least 12 calendar months. This 12 month period in which a person could 
not sponsor an FSD is necessary to prevent a person from seeking 
repeated sponsorship of an FSD even though that person has no intention 
of using the FSD in accordance with the minimum use requirements in 
Sec.  60.7. Such repeated applications would require the NSPM to expend 
fiscal and human resources unnecessarily.

Section 60.9 Additional Responsibilities of the Sponsor

    Proposed paragraph (a) would state that the sponsor of each FSD 
used for flightcrew member training or evaluation under this chapter 
must allow the NSPM to inspect the FSD immediately, including all 
records and documents relating to the FSD in order to determine its 
compliance with proposed part 60. The proposed paragraph is similar to 
the second paragraph in existing Appendix H, ``Advanced Simulation.'' 
In most cases the inspection would be scheduled at a convenient time 
for the sponsor; however, the FAA proposes to add the word 
``immediately'' to the regulatory language in order to provide 
authority for an immediate inspection, if warranted.
    Proposed paragraph (b) would require each sponsor to develop a 
method for personnel using or performing work on the FSD (flightcrew 
members, instructors, check airmen, simulator technicians, and 
maintenance personnel) to provide comments on the FSD and its 
operation. The proposed paragraph would require the sponsor to examine 
each comment for content and importance and to take appropriate action. 
For example, a comment that indicates a potential malfunction or 
maintenance issue for the FSD would need to have follow-up action, 
whereas a comment on the carpet color inside the FSD would have a lower 
priority because it does not affect FSD performance. This requirement 
is intended to work in concert with the quality assurance program. It 
is intended as a mechanism to ensure that the sponsor knows how the FSD 
is operating and what must be done to maintain its usefulness.
    Proposed paragraph (b) would also require that the sponsor maintain 
a liaison with the manufacturer of the aircraft being simulated by the 
FSD to facilitate compliance with Sec.  60.13(f) when necessary.
    Finally, proposed paragraph (b) would require that the sponsor post 
in or adjacent to the FSD the Statement of Qualification issued by the 
NSPM. This posting would alert users that they may not use the FSD for 
any specific function for which the FSD has not been qualified. For 
example, if the Statement of Qualification lists windshear training as 
a function for which the FSD has not been qualified, then the FSD may 
not be used for credit for windshear training.

Section 60.11 FSD Use

    The introductory text of proposed Sec.  60.11 contains language 
that assigns responsibility for complying with part 60 to any person 
who ``uses,'' ``allows the use of,'' or ``offers the use of'' an FSD 
for meeting training, evaluation, or flight experience requirements. 
Examples of people who ``use'' an FSD would be a certificate holder or 
an employee of the certificate holder, a flight instructor, or an 
individual flightcrew member. The person who ``allows'' or ``offers'' 
the use of an FSD would be an FSD sponsor who allows other certificate 
holders to use the FSD. Each flight instructor, check airman, or other 
evaluator is expected to be knowledgeable and aware of whether the 
equipment they are using is qualified for the task they are doing at 
that moment. This provision does not prohibit a person from using an 
FSD for other than meeting training, evaluation, or flight experience 
requirements. For example, an FSD that is not currently qualified under 
part 60 could be used for meeting foreign training requirements or the 
FSD could be demonstrated for a prospective customer.
    Proposed paragraph (a) is similar to existing Sec.  
121.407(a)(1)(i). While the existing requirement states that each FSD 
be specifically approved for the certificate holder, the proposed 
paragraph would require that each FSD have a sponsor, and not more than 
one sponsor, who may be any person who meets the definition of 
``sponsor'' and who is authorized under this chapter to use a qualified 
and approved FSD. This clarification is necessary because the current 
rule is not explicit regarding who the certificate holder must be. The 
proposed rule requires a specifically-identified certificate holder as 
the sponsor and sets out specific duties and responsibilities for that 
sponsor.
    Proposed paragraph (a) is also based on existing Sec.  121.407(b), 
which states that a particular airplane simulator or training device 
may be approved for use by more than one certificate holder. The 
proposed paragraph would state that other persons or certificate 
holders may arrange to use a sponsor's FSD that is already qualified 
and approved for use within an approved flight training program without 
an additional qualification process. (See proposed Sec.  60.16 for 
specific requirements for certificate holders or other persons who wish 
to use a sponsor's FSD for purposes beyond what the FSD is already 
qualified for.) However, the sponsor would still remain responsible for 
ensuring that the FSD continually meets the requirements of proposed 
part 60 and the FSD would have to be approved separately for use in 
each approved training program.
    Proposed paragraph (b) would state that the FSD must be qualified 
for the make, model, and series of aircraft or set of aircraft and for 
all tasks and configurations, as described in the posted Statement of 
Qualification required by proposed Sec.  60.9(b)(4).
    Proposed paragraph (c) would state that the FSD must remain 
qualified through satisfactory inspection, recurrent evaluations, 
appropriate maintenance, and use requirements in accordance with 
proposed part 60 and the appropriate QPS.
    Proposed paragraph (d) would require the sponsor to ensure that the 
software and active programming used during regular flightcrew member 
training, evaluation, or flight experience is the same as that which is 
used during FSD evaluations. For example, it would not be acceptable to 
narrow the range of motion of a simulator or alter the programming, 
such that in actual training the range of motion or a handling 
characteristic such as pitch sensitivity is not the same as it was 
during the initial evaluation of the simulator by the NSPM. The purpose 
of this requirement is to ensure that people using the FSD receive the 
best possible training in a device that closely matches

[[Page 60290]]

the performance and handling characteristics of the aircraft being 
simulated.

Section 60.13 FSD Objective Data Requirements

    Proposed paragraph (a) would require the sponsor to submit the 
aircraft manufacturer's flight test data to the NSPM for validating FSD 
performance and handling qualities during evaluation for qualification. 
This flight test data must come from the original certification flight 
tests and must include any data developed after the type certificate 
was issued (e.g., data developed in response to an Airworthiness 
Directive) that incorporates a change in performance, handling 
qualities, functions, or other characteristics of the aircraft that 
must be considered during flightcrew member training, testing, or 
checking, or when meeting flightcrew member experience requirements. 
Also, this requirement would apply not only for initial qualification 
of an FSD, but also for subsequent recurrent evaluations of the FSD, 
and evaluations following any modifications to the FSD, including those 
made in response to an Airworthiness Directive or an FSD Directive. 
This is to help ensure that the FSD accurately simulates the aircraft 
being simulated.
    Proposed paragraph (b) would state that the sponsor may submit 
flight test data to the NSPM from a source in addition to or 
independent of the aircraft manufacturer's data submitted in support of 
a FSD qualification. This data would have to be gathered and developed 
by that source in accordance with the flight test methods, including a 
flight test plan, as described in the appropriate QPS.
    Proposed paragraph (c) would state that the sponsor may submit 
alternative data (such as engineering simulation or calculated or 
extrapolated data, etc.) acceptable to the NSPM for consideration, 
approval and possible use in particular applications for FSD 
qualification.
    Proposed paragraph (d) would require that data or other material or 
elements must be submitted in a form and manner acceptable to the NSPM.
    Proposed paragraph (e) would state that the NSPM may require 
additional flight testing to support certain FSD qualification 
requirements.
    Proposed paragraph (f) would require that, when an FSD sponsor 
learns or is advised by an aircraft manufacturer or supplemental type 
certificate (STC) holder, that an addition to, an amendment to, or a 
revision of the data used to program and operate an FSD used in the 
sponsor's training program is available, the sponsor must immediately 
notify the NSPM. This would provide an opportunity for the NSPM to 
decide if action is needed to incorporate the data into that sponsor's 
or any other sponsor's FSD.

Section 60.14 Special Equipment and Personnel Requirements for 
Qualification of the FSD

    The proposed new section would require that, when notified by the 
NSPM, the sponsor must make available all special equipment and 
specifically qualified personnel needed to accomplish tests during 
initial or recurrent evaluations.
    The NSPM would notify the sponsor at least 24 hours in advance of 
the evaluation if special equipment or personnel would be required to 
conduct the evaluation. Examples of special equipment include spot 
photometers, flight control measurement devices, sound analyzer, etc. 
Examples of special personnel would be those specifically qualified to 
install or use any special equipment when its use is required. The 
purpose of this section is to ensure that the NSPM can conduct a 
meaningful and useful evaluation.

Section 60.15 Initial Qualification Requirements

    Proposed paragraph (a) would require that a sponsor seeking an 
evaluation for an initial FSD qualification must submit a request to 
the NSPM through the training program approval authority (TPAA), who is 
defined in proposed Sec.  60.3 as a person authorized by the 
Administrator to approve the aircraft flight training program in which 
the FSD will be used (normally the FAA's assigned POI or TCPM for the 
sponsor). The request would have to be submitted in a form and manner 
described in the appropriate QPS. An application for qualification 
under proposed part 60 would have to be submitted through the TPAA 
because the design of proposed part 60 is that an FSD evaluation is 
closely tied to its planned use in an FAA approved training program.
    Proposed paragraph (b) outlines what must be included in the 
sponsor's request for an evaluation. Proposed paragraph (b)(1) would 
state that the request must include a statement that the FSD meets all 
of the applicable provisions of proposed part 60. Proposed paragraph 
(b)(2) would state that the request must include a statement that the 
sponsor has established a procedure to verify that the configuration of 
hardware and software present during the evaluation for initial 
qualification is maintained except where modified as authorized in 
proposed Sec.  60.23. The statement must include a description of the 
procedure. Proposed paragraph (b)(3) would state that the request must 
include a statement signed by at least one pilot who meets the 
requirements of paragraph (c) asserting that each pilot so approved has 
determined that: (i) The FSD systems and sub-systems function in a 
manner that is equivalent to those in the aircraft or set of aircraft, 
(ii) the performance and flying qualities of the FSD are equivalent to 
those of the aircraft or set of aircraft, and (iii) for type specific 
FSD's, the cockpit configuration conforms to the configuration of the 
aircraft make, model, and series being simulated. These statements are 
necessary to ensure that the FSD has been thoroughly and competently 
assessed by the sponsor and that the assessment was done by someone who 
is competent to make that determination.
    Proposed paragraph (b)(4) would require that the sponsor's request 
include a list of all of the operations tasks or simulator systems in 
the subjective test appendix of the appropriate QPS for which the FSD 
has not been subjectively tested (e.g., circling approaches, windshear 
training, etc.) and for which qualification is not sought. This list 
would be required so that future or prospective users would be alerted 
if a particular FSD is not qualified for a particular task.
    Proposed paragraph (b)(5) would require that the sponsor's request 
must include a qualification test guide (QTG) that includes: (i) 
Objective data from aircraft testing, or another approved source; (ii) 
correlating objective test results obtained from the performance of the 
FSD as prescribed in the appropriate QPS; (iii) the general FSD 
performance or demonstration results prescribed in the appropriate QPS; 
and (iv) a description of the equipment necessary to perform the 
evaluation for initial qualification and the recurrent evaluations for 
continuing qualification. The QTG is necessary to provide documentation 
of the results of the initial evaluation. The data will be used for 
comparison purposes in future recurrent evaluations.
    Proposed paragraph (c) would require that, except for those FSD's 
previously qualified and described in Sec.  60.17, each FSD evaluated 
for initial qualification would have to meet the standards that are in 
effect at the time of the evaluation. However, if a change to the 
standards (i.e., tests, tolerances, or other requirements) for the 
evaluation for initial qualification are published by the FAA, a 
sponsor may request that the

[[Page 60291]]

NSPM apply the standards that were in effect when an FSD was ordered 
for delivery under certain circumstances listed in the proposal.
    Proposed paragraph (d) would require that the pilot or pilots who 
make the statement required by paragraph (b)(3) must be designated by 
the sponsor and approved by the TPAA. In addition the pilot or pilots 
must be qualified in the aircraft or set of aircraft being simulated 
or, for aircraft types not yet issued a type certificate, the pilot or 
pilots must be qualified on an aircraft type similar in size and 
configuration.
    Proposed paragraph (e) would require that the subjective tests that 
form the basis for the statements described in proposed paragraph 
(b)(3) and the objective tests described in proposed paragraph (b)(5) 
must be accomplished at the sponsor's training facility, except as 
provided for in the appropriate QPS. The procedures described in the 
QPS allow complete testing of the FSD at the manufacturer's facility 
but requires that this be followed by a re-test of at least a \1/3\ 
cross-section of all tests at the training center location to ensure 
that any disassembly/reassembly has not affected the performance or 
handling qualities of the FSD as originally determined (e.g.; see 
paragraph 11(m) in the proposed Airplane Flight Simulators 
Qualification Performance Standards, FAA Document No. FAA-5-120-40C). 
If the FSD must be moved after the initial evaluation, the sponsor must 
follow specific procedures that allow the NSPM to require the sponsor 
to reaccomplish certain tests to ensure that the performance was not 
affected by the disassembly and reassembly.
    Proposed paragraph (f) would require the person seeking to qualify 
the FSD to provide the NSPM with access to the FSD for the length of 
time necessary to complete the required evaluation of the FSD for 
initial qualification. This evaluation for initial qualification 
includes performance demonstrations, objective tests, and subjective 
tests, including general FSD requirements, to determine that the FSD 
meets the standards in the appropriate QPS.
    Proposed paragraph (g) would state that a satisfactory evaluation 
for initial qualification results in the NSPM issuing a Statement of 
Qualification which would: (1) Identify the sponsor; (2) identify the 
make, model, and series of aircraft or set of aircraft being simulated; 
(3) state that the FSD is qualified as either a flight simulator or an 
FTD; (4) identify the configuration of the aircraft or set of aircraft 
being simulated, e.g., engine model or models, flight instruments, 
navigation or other systems, etc.; (5) list all of the operations tasks 
or simulator systems in the subjective test appendix of the appropriate 
QPS for which the FSD has not been subjectively tested and for which 
the FSD is not qualified, e.g., circling approaches, windshear 
training, etc.; and (6) indicate the qualification level of the FSD. 
All of this information would be included on the Statement of 
Qualification so that future or prospective users of an FSD can 
determine that the FSD can perform the tasks necessary for their 
training program.
    Proposed paragraph (h) would require that after the NSPM completes 
the evaluation for initial qualification, the sponsor must update the 
QTG. The sponsor must incorporate the results of the FAA-witnessed 
tests and demonstrations, together with the results of all the 
objective tests and demonstrations described in the appropriate QPS.
    Proposed paragraph (i) would provide that, upon issuance of the 
Statement of Qualification, the updated QTG would become the MQTG. The 
MQTG would have to be made available to the FAA upon request, so that 
the FAA can go to one source for all test results related to a specific 
FSD.

Section 60.16 Additional Qualifications for a Currently Qualified FSD

    Proposed paragraph (a) would state the additional qualification 
process required if a user intends to use the FSD for meeting training, 
evaluation, of flight experience requirements beyond the qualification 
issued to the sponsor. Proposed paragraph (a) would require the sponsor 
to:
    (i) Submit to the NSPM all modifications to the MQTG that are 
required to support the additional qualification; (ii) describe to the 
NSPM all modifications to the FSD that are required to support the 
additional qualification; and (iii) submit a statement to the NSPM that 
a pilot, designated by the sponsor and approved by the TPAA, has 
subjectively evaluated the FSD in those areas not previously evaluated. 
These requirements are necessary to ensure that training received in an 
FSD is adequate for a particular training program.
    Proposed paragraph (a)(2) would require the FSD to successfully 
pass an evaluation as follows: (i) For initial qualification, in 
accordance with proposed Sec.  60.15 if the NSPM has determined that a 
full evaluation for initial qualification is necessary; or (ii) for 
those elements of an evaluation for initial qualification (e.g., 
objective tests, performance demonstrations, or subjective tests) 
designated as necessary by the NSPM.
    Proposed paragraph (b) would require the NSPM, in making the 
determinations described in paragraph (a)(2) of this section, to 
consider factors including the existing qualification of the FSD, any 
modifications to the FSD hardware or software that are involved, and 
any additions or modifications to the MQTG.
    Proposed paragraph (c) would state that, except for those FSD's 
previously qualified and described in Sec.  60.17, each FSD evaluated 
for initial qualification must meet the standards that are in effect at 
the time of the evaluation. However, if a change to the standards 
(i.e., tests, tolerances, or other requirements) for the evaluation for 
initial qualification are published by the FAA, a sponsor may request 
that the NSPM apply the standards that were in effect when an FSD was 
ordered under certain circumstances listed in the proposal.
    Proposed paragraph (d) would state that the FSD is qualified for 
the additional uses when the NSPM issues an amended Statement of 
Qualification in accordance with proposed Sec.  60.15(f).
    Proposed paragraph (e) would state that the sponsor could not 
modify the FSD except as described in Sec.  60.23.

Section 60.17 Previously Qualified FSD's

    Proposed paragraph (a) would state that any FSD qualified before 
the effective date of a final rule for part 60 will retain its 
qualification as long as it continues to meet the standards of its 
original evaluation, regardless of sponsor, and as long as the sponsor 
complies with the applicable provisions of proposed part 60. This 
requirement would be effective unless otherwise specified by an FSD 
Directive or unless the sponsor elects to comply with later standards, 
as specified in proposed paragraph (e). However, this grandfathering 
provision applies only to the qualification basis of the FSD. All of 
the use requirements in part 60, such as the sponsor responsibility for 
a quality assurance program and the recurrent evaluation, maintenance, 
and recordkeeping requirements would apply to these grandfathered 
FSD's.
    Proposed paragraph (b) would require that sponsors of previously 
qualified FSD's obtain a Statement of Qualification, including the 
Configuration List and the Restrictions to Qualification List within 
six (6) years after the effective date of this rule in accordance with 
the procedures set out in the appropriate QPS. This is necessary so 
that all qualified FSD's will

[[Page 60292]]

have a Statement of Qualification, and the information contained 
therein and retained on file with the NSPM will be useful to the 
sponsor, potential users, and the FAA.
    The FAA is allowing the grandfathering process described above to 
ensure a stable regulatory design for investment and use of FSD's as 
long as the FSD is used continually under the rules in proposed Sec.  
60.7. At the same time, the FAA wants to encourage industry to use the 
most up to date standards and in some cases will mandate the use of new 
standards by issuing an FSD Directive.
    Proposed paragraph (c) would state that if the FSD qualification is 
lost under proposed Sec.  60.27 and is not restored for two or more 
years, then the basis for requalification would be those standards in 
effect at the time the sponsor applies for requalification. This is 
important because the FAA does not want to expend resources to 
requalify an unused FSD using out of date standards; rather, the FAA 
wants to encourage industry to use the most up to date standards in the 
requalification process. In other words, the FAA wants to discourage 
new investment in old technology and expenditure of public funds to 
requalify old technology. However, if an FSD is continually in use, the 
FAA will allow the FSD to continue to operate under the original 
standards.
    Proposed paragraph (d) would require that all changes to FSD 
qualification levels initiated on or after the effective date of a 
final rule would require an evaluation for initial qualification in 
accordance with part 60 unless the sponsor chooses to downgrade the 
FSD, as specified in proposed paragraph (e). Subsequent recurrent 
evaluations would use the existing MQTG, modified as necessary to 
reflect the new qualification level.
    Proposed paragraph (f) describes the requirements when a sponsor 
elects to adopt tests and tolerances described in qualifications 
standards developed after an FSD was initially qualified. The sponsor 
would have to provide appropriate validation data and obtain the 
approval of the NSPM. The NSPM would make the updated tests and 
tolerances a permanent part of the QTG/MTQG.
    The FAA would like to note that there is another category of 
training devices. Although proposed Sec.  60.17 would not specifically 
disallow the use of these devices, they would not be considered FTDs 
under this proposal. These training devices, approved under Sec.  61.4 
for use in other than FAA-approved training programs, have been treated 
as Level 1 FTDs. However, because these devices were not originally 
qualified under FAA standards and no objective or subjective tests were 
required before their approval, they do not meet the proposed 
definition of an FTD. These devices would continue to be allowed under 
part 61 for certain training, evaluation, and flight experience 
requirements, as described under the preamble discussion for 
``Conforming changes to other parts.''

Section 60.19 Inspection, Recurrent Evaluation, and Maintenance 
Requirements

    Proposed Sec.  60.19 contains the specific requirements for 
conducting periodic inspections and evaluations and for maintaining 
FSD's. These requirements are necessary to ensure that the FSD 
continues to meet the standards under which it was originally 
qualified, so that any training, evaluation, and flight experience 
conducted in the FSD is reliable and adequate for meeting the 
objectives of the approved training program under which they occur.
    Proposed paragraph (a)(1) would require that to maintain the 
qualification level for each FSD the sponsor must accomplish all 
appropriate QPS Appendix 1 performance demonstrations and all 
appropriate QPS Appendix 2 objective tests each year. To do this, the 
sponsor would be required to conduct quarterly inspections of the FSD 
evenly spaced throughout the year. All of the MQTG performance 
demonstrations and objective tests would have to be completed annually. 
The sequence and content of each inspection would be developed by the 
sponsor and submitted to the NSPM for approval. In deciding whether to 
approve the test sequence and the content of each inspection, the NSPM 
would look for a balance and a mix from the performance demonstrations 
and objective test requirement areas; i.e., performance, handling 
qualities, motion system (where appropriate), visual system (where 
appropriate), sound system (where appropriate), and other FSD systems.
    Proposed paragraphs (a)(2) and (a)(3) would require that to 
maintain the qualification level for each FSD the sponsor must ensure 
that the FSD be given a functional check-out, in accordance with the 
appropriate QPS, before each day's use, or not less than weekly when 
the FSD is not in use. The proposed paragraphs are similar to existing 
Sec.  121.407(a)(4).
    Proposed paragraph (a)(4) would state that to maintain the 
qualification level for each FSD the sponsor must maintain a 
discrepancy log. The discrepancy log would be maintained in or 
immediately adjacent to the FSD to advise users of the FSD of the 
current maintenance status and the status of each discrepancy, 
including the corrective action, recorded for at least the preceding 30 
days. Under proposed paragraph (a)(5) the sponsor would have to ensure 
that, when a discrepancy is discovered, each discrepancy entry is 
maintained in the log until the discrepancy is corrected under the 
requirements of proposed Sec.  60.25(b), and that the discrepancy 
entry, its corrective action, and the date the corrective action was 
taken remain in the log for at least 30 days after the discrepancy is 
corrected. Finally, the sponsor would be required to ensure that the 
discrepancy log be kept in a form and manner acceptable to the 
Administrator and must be kept in or immediately adjacent to the FSD. 
The proposed paragraphs are similar to existing Sec.  121.407(a)(5).
    Proposed paragraph (b) would specify the requirements for a 
recurrent evaluation to be conducted by the NSPM. Proposed paragraph 
(b)(1) would require that, with certain exceptions, a recurrent 
evaluation consist of performance demonstrations and objective and 
subjective tests in accordance with the qualification standards in 
effect at the time of the initial evaluation or as may be amended by an 
FSD Directive.
    Proposed paragraph (b)(2) would require that the sponsor must 
coordinate with the NSPM to ensure that the FSD is evaluated within the 
established recurrent evaluation interval. The sponsor would have to 
contact the NSPM 60 days before the recurrent evaluation is due to 
schedule the evaluation.
    Proposed paragraph (b)(3) would require that the sponsor must 
provide the NSPM access to the objective test results and general FSD 
performance or demonstration results in the MQTG and access to the FSD 
for the length of time necessary to complete the required recurrent 
evaluations. Access to the FSD would have to be provided weekdays 
between 6 AM and 6 PM (local time).
    Proposed paragraph (b)(4) would provide that the frequency of NSPM-
conducted recurrent evaluations for each FSD will be established by the 
NSPM and specified in the MQTG. Currently, NSPM evaluations are 
conducted annually. Proposed paragraph (b)(4) would allow these 
evaluations to be conducted at different intervals.
    Proposed paragraph (b)(5) would provide that recurrent evaluations

[[Page 60293]]

conducted in the calendar month before or after the calendar month in 
which the recurrent evaluations are required will be considered to have 
been conducted in the calendar month in which they were required.
    Proposed paragraph (b)(6) would prohibit the sponsor from using, or 
offering for use, an FSD for flightcrew member training or evaluation, 
or for obtaining flight experience under this chapter, unless the FSD 
has been recurrently evaluated by the NSPM within the timeframe 
specified in the MQTG.
    Proposed paragraph (c) would state that the sponsor is responsible 
for not only the on-going preventive maintenance, but also for the 
continuing corrective maintenance. By preventive maintenance the FAA 
means those actions that are necessary to prevent maintenance 
discrepancies to the largest possible degree and to continue the FSD in 
proper service condition (e.g., change hydraulic fluid and filters as 
prescribed by the manufacturer). By corrective maintenance the FAA 
means that the sponsor is to ``repair'' the device when it becomes 
necessary.

Section 60.20 Logging FSD Discrepancies

    Proposed Sec.  60.20 would require that each instructor, check 
airman, or representative of the Administrator conducting training or 
evaluation, or observing flight experience for flightcrew member 
certification or qualification, and each person conducting the 
preflight inspection (Sec.  60.19(a)(2), (3), and (4)), who discovers a 
discrepancy, including any missing, malfunctioning, or inoperative 
components in the FSD, would have to write or cause to be written a 
description of that discrepancy into the discrepancy log at the end of 
the FSD preflight or FSD use session. The FAA believes that the 
proposed section is important so that the sponsor will be alerted when 
a repair is necessary and the user will know that a particular task 
must not be done because any training, testing, or checking 
accomplished may result in incomplete or negative learning on the part 
of the pilot. The proposed section is similar to existing Sec.  
121.407(a)(5). Compliance with proposed Sec.  60.20 would help FSD 
users comply with proposed Sec.  60.25(a). In part, proposed Sec.  
60.25(a) provides that no person may use an FSD with a missing, 
malfunctioning, or inoperative component to meet any training, 
evaluation, or flight experience requirements for this chapter for 
which the correctly operating component is needed.

Section 60.21 Interim Qualification of FSD's for New Aircraft Types or 
Models

    Proposed Sec.  60.21 would provide for interim qualification of 
FSD's for new aircraft types or models under certain conditions when 
the final flight test data package has not been released by the 
aircraft manufacturer. In cases where an operator is adding a new 
aircraft type or model to its fleet, it may be necessary to begin 
training before the final flight test data is available, so that the 
operator can put the aircraft into service as soon as possible.
    Under proposed Sec.  60.21(a) the FSD may be eligible for interim 
qualification if the sponsor provides the aircraft manufacturer's 
predicted data, validated by a limited set of flight test data; the 
aircraft manufacturer's description of the prediction methodology used 
to develop the predicted data; and the QTG test results.
    Proposed paragraph (b) states that in this situation, the interim 
qualification will be considered the same as initial qualification. The 
interim qualification would terminate one year after its issuance, if 
the sponsor has not applied for initial qualification using the final 
test data, unless the NSPM determines that specific conditions warrant 
otherwise. Under proposed paragraph (c), within six months of the 
release of the final flight test data package by the aircraft 
manufacturer, but no later than one year after the issuance of the 
interim qualification, the sponsor would have to apply for initial 
qualification based on the final flight test data package.
    Proposed paragraph (d) states that an FSD with interim 
qualification may be modified only in accordance with Sec.  60.23.

Section 60.23 Modifications to FSD's

    Proposed Sec.  60.23 outlines the circumstances under which a 
sponsor would have to modify an FSD and the procedural requirements the 
sponsor must follow for modifications. The purpose of this section is 
to ensure that the FSD continues to accurately simulate the aircraft 
and that if certain changes are made in the aircraft, the sponsor makes 
corresponding changes to the FSD. Proposed paragraph (a) would require 
that an FSD be modified when the FAA determines that the FSD cannot be 
used adequately for training, evaluating, or providing flight 
experience for flightcrew members, and when the sponsor or the FAA 
determines that any of the following circumstances exist:
    (1) The aircraft manufacturer or another approved source develops 
new data regarding the performance, functions, or other characteristics 
of the aircraft being simulated;
    (2) A change in aircraft performance, functions, or other 
characteristics occurs;
    (3) A change in operational procedures or requirements occurs;
    (4) Other circumstances as determined by the NSPM.
    Proposed paragraph (b) would state that when the FAA determines 
that FSD modification is necessary for safety of flight reasons, then 
the sponsor of each affected FSD must ensure that the FSD is modified 
according to the FSD Directive, regardless of the FSD's original 
qualification standards.
    Proposed paragraph (c) would set forth requirements for sponsors in 
notifying the NSPM and TPAA about FSD modifications. The notification 
would have to include a complete description of the planned 
modification, including a description of the operational and 
engineering effect the proposed modification will have on the operation 
of the FSD, and be submitted in a form and manner as specified in the 
appropriate QPS. This notification is considered important to ensure 
that the FAA agrees with the modification before the modification is 
incorporated into training. In addition, the notification would ensure 
that training is consistent with the latest data, changes in aircraft 
performance, and changes in procedures.
    Proposed paragraph (d) would set forth notification requirements if 
the sponsor intends to do any of the following: add additional 
equipment or devices intended to simulate aircraft appliances; modify 
hardware or software that would affect flight or ground dynamics; or 
change the motion, visual, or control loading systems (or sound system 
for FSD levels requiring sound tests and measurements). In any of these 
cases the sponsor would have to follow paragraph (c) plus provide a 
statement of the results of all objective tests that have been rerun 
with the modification incorporated, including any necessary updates to 
the MQTG. These notification requirements would not apply to routine 
maintenance or repair, but only for modifications to the FSD. The 
modifications could not be implemented until the sponsor receives 
written approval from the NSPM, who may require that the modified FSD 
be evaluated for full or partial initial qualification. The NSPM would 
evaluate at least the newly installed or changed equipment, any device 
intended to simulate an aircraft appliance, the new or changed software 
or hardware, and any other aspect of the

[[Page 60294]]

original FSD that might affect or be affected by the installation or 
change.
    Proposed paragraph (e) would state that the sponsor may not modify 
a qualified FSD until, for circumstances described in paragraph (b) or 
(d), the sponsor receives written approval from the NSPM that the 
modification is authorized. For circumstances other than those 
described in paragraph (b) or (d), if the NSPM or TPAA does not 
otherwise notify the sponsor within 21 days after receiving the 
sponsor's notification, the sponsor may modify the FSD after the 21 
days have passed.
    Proposed paragraph (f) would require the sponsor to notify 
certificate holders about modifications made to an FSD before the 
certificate holders' first use of the FSD after the modification.
    Proposed paragraph (g) would require that each time an FSD is 
modified and the modification affects an objective test, then the MQTG 
must be updated accordingly. The MQTG should reflect current objective 
test results (in accordance with Sec.  60.15(b)(4)) and appropriate 
flight test data (in accordance with Sec.  60.13). If this update is 
initiated by the FAA, the requirement to make this modification would 
be found in an FSD Directive. The MQTG would also have to be updated 
with the direction to make these changes, along with the record of the 
completion of the modification.

Section 60.25 Operation With Missing, Malfunctioning, or Inoperative 
Components

    The FAA is proposing this section because it believes that users 
must be alerted when an FSD has a missing, malfunctioning, or 
inoperative component thereby limiting its use for certain tasks, while 
also providing the sponsor a reasonable time period to make repairs. If 
a user is unaware of a missing, malfunctioning or inoperative 
component, the training may be incomplete or even have negative 
results.
    Proposed paragraph (a) would limit the use of FSD's with a missing, 
malfunctioning, or inoperative component. This restriction would 
prevent the potential of incomplete or negative learning on the part of 
the pilot, by preventing all maneuvers, procedures, or tasks that 
require the use of the correctly operating component from being 
conducted during flight training, evaluation, or flight experience 
activities when that component is not present and operating correctly. 
Due to the fact that the typical use of a ``minimum equipment list'' is 
associated with ``safety of flight operations,'' which is not 
applicable to the use of simulation for training, testing, or checking, 
the FAA is not describing or requiring the use of an FSD ``minimum 
equipment list.'' Instead, the FAA believes that those who operate the 
FSD for credit purposes (e.g., instructors, check airmen, Aircrew 
Program Designees, representatives of the Administrator, etc.) are 
familiar with the components of a normally operating aircraft for each 
particular task, and know that if a normally functioning component, 
otherwise required for that task, were to become missing, 
malfunctioning, or inoperative, that task would have to be omitted from 
the syllabus, or delayed, until such time as that component is repaired 
or replaced. Except as provided below, this is not intended to restrict 
the operation of the FSD for accomplishment of a given task when a 
component is missing, malfunctioning, or inoperative, if that component 
is listed in the airplane ``minimum equipment list'' and the FSD is 
operated as the airplane would be operated, in accordance with any 
requirements listed in the ``minimum equipment list'' and that task is 
accomplished through use of alternative equipment. However, if the FAA-
approved training program being administered requires that the task be 
completed using the correctly operating component, using the provisions 
of a ``minimum equipment list'' to complete the task without that 
component operating properly would not be permitted under this 
regulation. The FAA believes that this paragraph, together with the 
requirements of proposed Sec.  60.20 (that would require each person 
who discovers a discrepancy, including any missing, malfunctioning, or 
inoperative components in the FSD, would have to write or cause to be 
written a description of that discrepancy into the discrepancy log) is 
representative of the current practice in FSD's that has well served 
the FAA, the industry, and the individual pilot for at least two 
decades. The FAA has, at this time, no reason to change this practice; 
however, should this position be found to be deficient in some way, 
additional steps may have to be considered.
    Proposed paragraph (b) would require that within 7 calendar days, 
each missing, malfunctioning, or inoperative component must be repaired 
or replaced, unless the NSPM requires a shorter time or authorizes a 
longer time. If the sponsor does not repair or replace the component 
within 7 calendar days (or the shorter period required or longer period 
authorized under paragraph (b)), the NSPM may consider taking some 
action, including removing the qualification of the FSD. The 
requirement to repair each missing, malfunctioning, or inoperative 
component applies not only to components that are necessary for 
flightcrew member training, evaluation, or flight experience, but also 
to all other components of the FSD.
    Proposed paragraph (c) would require that missing, malfunctioning, 
or inoperative components must be placarded on or adjacent to the 
component or the control for that component in the FSD and that a list 
of currently missing, malfunctioning, or inoperative components must be 
readily available in or immediately adjacent to the FSD for review by 
users of the device.

Section 60.27 Automatic Loss of Qualification and Procedures for 
Restoration of Qualification

    Proposed paragraph (a) would establish criteria that would indicate 
when an FSD is no longer qualified. When any of the circumstances in 
proposed paragraphs (a)(1) through (a)(5) occur, the FSD is 
automatically no longer qualified, without notification by the NSPM. In 
these circumstances, something has happened without the FAA's knowledge 
that makes the FSD not qualified for training, so the FSD should not be 
used until the FAA can evaluate the FSD under the procedures in 
proposed paragraph (b).
    Proposed paragraphs (b) and (c) would contain requirements for 
restoring FSD qualification when it is lost under proposed paragraph 
(a). The NSPM would determine how the FSD qualification must be 
restored. The NSPM determination could range from requiring no 
evaluation, a partial evaluation for initial qualification, or a full 
evaluation for initial qualification. The basis for determining the 
evaluation content and time required for the evaluation would include: 
The number of recurrent evaluations missed during the inactive period, 
the amount of disassembly and reassembly that was accomplished, and the 
care that had been taken of the device since the last evaluation and 
since its loss of qualification.

Section 60.29 Other Losses of Qualification and Procedures for 
Restoration of Qualification

    Proposed Sec.  60.29 contains the procedures to be followed when an 
FSD loses its qualification in circumstances other than those covered 
in proposed Sec.  60.27. The purpose of this section is to allow a 
sponsor to officially question loss of FSD qualification before the FSD

[[Page 60295]]

actually loses its qualification, except in emergency situations.
    Proposed paragraphs (a)(1)-(3) would set forth the procedures for 
the NSPM or TPAA to follow in communicating with the sponsor when an 
FSD no longer meets qualification standards, including written 
notification to the sponsor; establishing a time period in which the 
NSPM or TPAA may respond with written information, views, and arguments 
on FSD qualification; and consideration of the sponsor's arguments and 
notification to the sponsor of the FSD qualification.
    Proposed paragraph (a)(4) would require that if the NSPM or TPAA 
determines that an FSD is no longer qualified, the loss of 
qualification would be effective 30 days after the sponsor receives 
notice. The exceptions to this requirement would be if the NSPM or TPAA 
finds under paragraph (c) of this section that there is an emergency 
requiring immediate action with respect to safety in air transportation 
or air commerce, or if the sponsor petitions for reconsideration of the 
NSPM or the TPAA finding under paragraph (b) of this section.
    Proposed paragraph (b) would set forth the procedures for a sponsor 
to follow when the sponsor seeks reconsideration of the NSPM or TPAA 
decision regarding FSD qualification. This would include submitting a 
petition for reconsideration, addressed to the Director of Flight 
Standards Service, within 30 days after the sponsor receives notice 
that some or all of the FSD is no longer qualified. This petition for 
reconsideration would suspend the NSPM's or TPAA's determination that 
the FSD is no longer qualified. However, this provision would not apply 
if the NSPM or the TPAA finds that, under paragraph (c) of this 
section, an emergency exists requiring immediate action with respect to 
safety in air transportation or air commerce.
    Proposed paragraph (c) would set forth the procedures for the NSPM 
or TPAA to follow if they find an emergency exists that would require 
immediate action with respect to safety in air transportation or air 
commerce; such an emergency would make the procedures set out in other 
parts of this section impracticable or contrary to the public interest. 
Proposed paragraph (c)(1) would allow the NSPM or TPAA to withdraw 
qualification of some or all of the FSD and make the withdrawal of 
qualification effective on the day the sponsor receives notice of it. 
Proposed paragraph (c)(2) would require that the NSPM's or TPAA's 
notice to the sponsor articulate the reasons for its finding that an 
emergency exists. The notice would have to state that such an emergency 
would require immediate action with respect to safety in air 
transportation or air commerce, or that the emergency makes it 
impracticable or contrary to the public interest to stay the 
effectiveness of the finding.
    Examples of such emergencies described in proposed paragraph (c) 
include: A finding by the FAA that the training conducted in the FSD is 
or may be incomplete, inaccurate, or negative because of a specified 
finding of a problem with the FSD. The finding of a specific problem 
with the FSD could be a reasonable basis for the NSPM questioning 
whether or not the FSD continues to meet its qualification level. 
Aviation safety requires that if the FAA has a reasonable basis for 
questioning whether the FSD continues to meet its qualification level, 
that it not be used for required flightcrew member training, testing, 
or flight experience until its known that the FSD is qualified.

Section 60.31 Recordkeeping and Reporting

    This proposed section is based on the current recordkeeping 
practices of FSD sponsors and is necessary to ensure that the FSD is 
complete and operating correctly; that problems are noted and due dates 
are identified for correcting malfunctions; that users are alerted to 
approved uses for the FSD; and that training is useful and adequate.
    Proposed paragraphs (a)(1)-(3) would require the FSD sponsor to 
maintain the following records for each FSD: (1) The MQTG and each 
amendment to the MQTG; (2) A copy of the programming used during 
evaluation of the FSD for initial qualification or upgrade, as well as 
a copy of all programming changes made since the evaluation for initial 
qualification; (3) A copy of results of evaluations for initial and 
upgrade qualification; the results of the quarterly objective tests and 
the approved performance demonstrations, which must be kept for 2 
years; the results of either the previous three recurrent evaluations 
or the recurrent evaluations from the previous 2 years, whichever 
covers a longer period; and any comments obtained under Sec.  
60.9(b)(1), which must be maintained for at least 18 months.
    Proposed paragraph (a)(4) would require the FSD sponsor to maintain 
a record of all discrepancies entered in the discrepancy log over the 
previous 2 years, including a current listing of components/equipment 
that have become missing, malfunctioning, or inoperative; the action 
taken to correct the deficiency; and the date of the corrective action. 
The list must be available for NSPM review at any time.
    This proposed requirement should not be confused with the proposed 
requirement in Sec.  60.19(a)(5)(ii), where the sponsor would be 
required to maintain a record of the discrepancy, and the corrective 
action, in the discrepancy log for a period of at least 30 days. The 
proposal in this section would require the sponsor to maintain these 
records for an additional 23 months; however, the sponsor would not 
necessarily have to keep the records in the discrepancy log in or 
immediately adjacent to the FSD for more than 30 days. Wherever the 
sponsor elects to keep the records, they must be available for NSPM 
review.
    Proposed paragraph (a)(5) would require the FSD sponsor to keep a 
record of all modifications to FSD hardware or software configurations 
from the initial qualification configuration.
    Proposed paragraph (b) would require the FSD sponsor to keep a 
current record of each certificate holder using the FSD and to provide 
a copy of this list to the NSPM at least semiannually.
    Proposed paragraph (c) states that the records specified in this 
section would have to be maintained in plain language form or in coded 
form, if the coded form provides for the preservation and retrieval of 
information in a manner acceptable to the NSPM. The FAA accepts and 
encourages the use of electronic records and reporting for all of these 
proposed requirements, assuming the sponsor has appropriate security or 
controls to prevent the illegal or inappropriate alteration of such 
records after the fact.
    Proposed paragraph (d) would require the sponsor to submit an 
annual report certifying that the FSD continues to perform and handle 
as qualified by the NSPM. This report would have to be signed by the 
management representative.

Section 60.33 Applications, Logbooks, Reports, and Records: Fraud, 
Falsification, or Incorrect Statements

    The proposed section is based on other FAA regulations addressing 
falsification of applications, reports, and records. The proposal is 
intended to ensure that a proposed sponsor or a user of an FSD 
understands that aviation safety requires accuracy and truthfulness in 
applications, reports, and records. Therefore, depending on the 
circumstances, there are consequences associated with falsification of 
applications, reports, and records.

[[Page 60296]]

    Proposed paragraph (a) prohibits any person from making fraudulent 
or intentionally false statements, false entries, omissions, or 
fraudulent reproduction or alteration in any applications, reports, 
records, or test results required under proposed part 60 or the QPS, or 
to exercise any privileges under any other FAA regulation.
    Proposed paragraph (b) would state that if any person commits any 
of the above acts, that person is subject to civil penalty, certificate 
suspension or revocation, or the removal of FSD qualification and 
approval for use in a training program issued under this part or QPS. 
The certificate suspension or revocation could apply to either an 
airman certificate, in a case involving an individual, or to an 
operating certificate, in a case involving a certificate holder.
    Proposed paragraph (c) states the actions that could serve as a 
basis for removal of qualification of an FSD, including the withdrawal 
of authorization for use of an FSD or denying an application for a 
qualification. These actions include: (1) An incorrect statement, on 
which the FAA relied or could have relied, that was made in support of 
an application for a qualification or a request for approval for use; 
or (2) an incorrect entry, on which the FAA relied or could have 
relied, made in any logbook, record, or report that is kept, made, or 
used to show compliance with any requirement for an FSD qualification 
or an approval for use.

Section 60.35 Specific Simulator Compliance Requirements

    The proposed section addresses the goal of providing complete, 
accurate training and evaluation of flightcrew members in a flight 
simulator. This proposed requirement would help ensure that all aspects 
of a flightcrew member's training needs will be able to be addressed 
competently in a flight simulator.
    Proposed paragraph (a) sets forth simulator requirements that would 
take effect 18 months after the effective date of the final rule for 
proposed part 60. These proposed requirements state that the flight 
simulator being evaluated for initial or upgrade qualification must 
conform to the aircraft being simulated, and must simulate the 
operation of all equipment or devices intended to simulate aircraft 
appliances installed and operating on the aircraft. Any simulator that 
was qualified before that date would remain qualified; however, if the 
sponsor decided to upgrade the simulator for any reason, it would also 
have to be upgraded to comply with this paragraph.
    Proposed paragraph (b) sets forth simulator requirements that would 
take effect 2 years after the effective date of the final rule for 
proposed part 60. These proposed requirements state that each flight 
simulator used for meeting flightcrew member training, evaluation, or 
flight experience requirements of this chapter for certification or 
qualification that cannot perform satisfactorily in ground operations, 
takeoff, climb, cruise, descent, approach, and landing (including 
normal, abnormal, and emergency landings) would no longer be qualified 
as a simulator. The only significant change from existing practice is 
the addition of landings to this list. The net effect of this added 
requirement would be to eliminate the use of level A simulators.
    The FAA is proposing this change because landings are an essential 
part of complete training conducted in simulators. The concern is that 
level A simulators do not provide adequate training on takeoffs and 
landings in normal and asymmetrical thrust conditions. Sponsors of 
level A simulators would have the option of downgrading to an FTD or 
upgrading to a level B simulator within 2 years after the effective 
date of the final rule.
    The level A simulator is the least sophisticated of today's 
simulator levels and is today's reference for the historic ``visual'' 
simulator that was referenced in the regulations as far back as the 
mid-to late 1960's, when visual systems first appeared as attachments 
to the (non-visual) simulators that had been used in pilot training 
activities up to that time.
    The requirements for data applicable to simulators of this vintage, 
both ``visual'' and ``non-visual,'' were elementary, and relatively 
primitive when compared to today's standards. The two most common 
visual systems consisted of either a Visual Anthropomorphic Motion 
Picture system that projected a motion picture of the final approach 
course from approximately three to four miles from the approach end of 
the runway--sometimes, through the beginning of the missed approach; or 
a closed circuit television camera mounted on a movable ``gondola'' 
that provided TV pictures as the camera was ``flown'' over a model 
terrain board containing a model airport and its surrounding 
environment. In addition to the inherent propensity for malfunctions 
(e.g., the reduction of the final approach length due to continual 
breakage of brittle film and the resulting splicing, or the limitations 
of the TV cable to twist or turn and become unplugged), the 
``requirements'' for a visual system were completely subjective and the 
direct projected system provided an agreeable presentation to only one 
pilot at a time. The guidance given was that ``* * * visual systems may 
be approved for the specific maneuver(s), procedure(s), or function(s) 
requested by the applicant provided the evaluation indicates the 
training and checking objectives can be accomplished as well as in 
(the) airplane.''
    Motion system requirements for visual and non-visual simulators 
were not as sophisticated as the requirements for a visual system. As 
the industry moved into the 1970's, the simulator motion system 
requirement stated that ``* * * visual and non-visual simulators, to be 
approved for any of the maneuvers * * * to be performed in a simulator 
in lieu of the aircraft, must have motion.'' Most such motion systems 
were either two or three degrees-of-freedom (dof), and not moving 
through much distance--just enough to let the occupants of the 
simulator know they were ``moving.'' While there was some effort 
expended in most cases to try to subjectively coordinate this simulator 
``movement'' with what was thought to be what the pilot would feel in 
the airplane, there was little or no data on which to base this 
coordination and, therefore, no standards for such systems. Even though 
the industry formally acknowledged the value of a 6-dof motion system 
in the mid-1970's, the ``standards'' for motion systems had not yet 
pointed to a specific requirement for motion cueing or motion system 
operation. In fact, it wasn't until the beginning of the 1980's that 
any ``requirements'' for motion systems were formalized and published.
    In the last two decades there have been two major advancements in 
the field of simulation. First, computer speed and capability have 
accelerated at a staggering rate; and second, there has been a 
recognition of the necessity for gathering meaningful airplane flight 
test data against which simulator performance and handling comparisons 
may be made. Computer speed and this newly acquired data have been 
incorporated rapidly into simulation and, overall, simulation has 
advanced considerably during this time period. Of significant note is 
that the levels of simulation that are the most affected by these 
advancements are the level C and level D simulators, with some, limited 
advancement in level B. Notably, however, there has not been an 
advancement in the data, nor in the data application, for the level A 
simulators probably due to the fact that very few new, level A 
simulators have been built and that it would be costly to modify 
current level A simulators to

[[Page 60297]]

incorporate the data/data applications that might be applicable.
    The efficacy of training and testing using level A simulators has 
long been a topic of discussion among members of the industry and the 
FAA. The National Transportation Safety Board (NTSB) has also discussed 
the same topic when conducting investigations of several accidents/
incidents during this same two decade period. Perhaps the most 
extensive discussion of this topic by the NTSB occurred during the 
investigation of the DC-9-14 accident at Milwaukee, Wisconsin, in 
September, 1985. In the report of that accident, the NTSB stated that 
``* * * advanced (6 dof) simulators are not available for that series 
DC-9 * * * (and) this results in a requirement that landing credits, 
which cannot be obtained in the simulator, must be acquired in the 
airplane.'' The report went on to say, ``However, the practicing of 
engine failure maneuvers on takeoff, are authorized in the visual 
flight simulator.''
    The dichotomy that has existed with this position--and remains true 
today--is the premise that the level A simulator has sufficient 
performance and handling qualities, supported by data and data 
application (e.g., for motion system response), for all takeoffs 
(including the engine-out takeoff), but does not have sufficient 
performance and handling qualities, supported by data and data 
application, for landing maneuvers. Since takeoffs and landings occur 
in the same portion of the flight envelope (in and through ``ground 
effect''), the premise that takeoffs are supportable and landings are 
not supportable is clearly inconsistent. Either the data and their 
application are present and useable or they are not. This case is one 
where they are not present, and, therefore, cannot be useable.
    Any authorizations must be based on the capability of the simulator 
to provide accurate simulation. This cannot occur without the 
availability of accurate data properly incorporated into the operation 
of the simulator.
    Simplistically, an order changing the authorizations of level A 
simulators to disallow takeoff training, including the takeoff-with-
engine-failure task, might seem to be all that is appropriate. However, 
the FAA is concerned that unnecessary confusion, perhaps confusion 
leading to misuse and possible negative training, might result. 
However, the FAA provides for additional levels of simulation that do 
not allow takeoff or landing tasks. One level of these flight training 
devices, FTD Level 6, equipped with a proper visual system and a proper 
motion system (which are not required but may be incorporated) may be 
authorized to conduct all of the flight training tasks that might 
otherwise be allowed in a ``revised'' approval of a level A simulator. 
FTDs, including those equipped with motion and/or visual systems, are 
not authorized for flightcrew member testing, checking, or review. 
Additionally, such an approach is more in line with the on-going 
harmonization effort currently underway with the Joint Aviation 
Authorities (JAA) in Europe for comparable simulation equipment.
    Therefore, the FAA is proposing to eliminate the level A simulator 
from the inventory within the prescribed two year time frame described 
in the proposed rule.

Section 60.37 Simulator Qualification on the Basis of a Bilateral 
Aviation Safety Agreement (BASA)

    The proposed section is based on existing Simulator Implementation 
Procedures, supported by existing BASAs, currently in place and others 
that are pending. Adding this to the rule provides the FAA with a 
regulatory basis for entering into such agreements for simulator 
evaluation/qualification purposes.
    Proposed paragraph (a) would state that an evaluation or 
qualification of an airplane simulator by a contracting State to the 
Convention on International Civil Aviation for the sponsor of an 
aircraft simulator located in that contracting State may be used as the 
basis for the NSPM issuing a U.S. statement of qualification to the 
sponsor. A sample statement of qualification appears in the appropriate 
QPS, in appendix 5, figure 4. This would be in accordance with a BASA 
between the United States and the Contracting State that issued the 
qualification, and a Simulator Implementation Procedure (SIP) 
established under the BASA.
    Proposed paragraph (b) would state that the SIP must contain any 
conditions and limitations on validation and issuance of such 
qualification by the U.S.

Conforming Changes to Parts 61, 63, 141, and 142

    Because proposed part 60 contains the FAA requirements for 
evaluation and qualification of flight simulation devices, specific 
qualification requirements are no longer needed in other regulations 
that address the use of simulation in flightcrew member training. 
Therefore, changes are proposed in parts 61, 63, 141, and 142 to delete 
specific flight simulation device qualification requirements and 
substitute cross references to proposed part 60.
    In addition, a number of changes are proposed for part 61 to 
provide for the continuing use of certain training devices that have 
been approved by the FAA under part 61 for use in other than FAA-
approved training programs. These devices are currently designated as 
Level 1 flight training devices, but they do not meet the proposed 
definition for flight training devices in this NPRM. Under this 
proposed rule, these devices would retain their approval and can 
continue to be used for their current purposes; however, they would no 
longer be treated as flight training devices and would not fall under 
the qualification or use requirements of proposed part 60. Therefore, 
they would not need to follow the requirements for establishment of a 
quality assurance program, recurrent evaluation, maintenance, and 
recordkeeping. The approval for these devices is described in proposed 
Sec.  61.4(b). They would be referred to as ``other devices approved 
under Sec.  61.4(b).'' These devices could be used only for private 
pilot certificate and instrument rating training, evaluation, and 
flight experience requirements. A number of sections in part 61 would 
be amended to provide specific approval to use these devices for 
meeting certain requirements of part 61. The sections that would be 
amended are Sec. Sec.  61.1, 61.23, 61.31, 61.51, 61.65 and 61.109.
    Also, some minor clarifying changes are proposed to part 63. 
Section 63.39(b)(3) and Appendix C, paragraph (a)(3)(iv) refer to the 
activity to be accomplished ``* * * in an airplane simulator, or in an 
approved flight engineer training device.'' The FAA is proposing to use 
the term ``appropriately equipped cockpit specific flight training 
device qualified in accordance with part 60 of this chapter'' instead 
of ``approved flight engineer training device'' because flight training 
device is the term used in part 60. This should avoid confusion since 
part 60 describes qualification requirements for FTDs whereas 
``approved flight engineer training device'' is not a defined term.

Delegation of Authority for Standards Documents

    The FAA proposes to delegate final authority to review and issue 
amendments to the QPSs proposed elsewhere in this notice from the 
Administrator to the Director, Flight Standards Service. Specifically, 
these standards documents are the QPSs for: Airplane Flight Simulators; 
Airplane Flight Training Devices; Helicopter

[[Page 60298]]

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

Paperwork Reduction Act

    This proposal contains the following new information collection 
requirements. As required by the Paperwork Reduction Act of 1995 (44 
U.S.C. 3507(d)), the Department of Transportation has submitted the 
information requirements associated with this proposal to the Office of 
Management and Budget for its review.
    Title: Flight Simulation Device Initial and Continuing 
Qualification and Use.
    Summary: The FAA proposes to amend the regulations to establish 
flight simulation device qualification requirements for all certificate 
holders in a new part. The basis of these requirements currently exists 
in different parts of the FAA's regulations and in advisory circulars. 
The proposed changes would consolidate and update flight simulation 
device requirements.
    Use of: This proposal would support the information needs of the 
following initiatives under the FAA's Corporate Project, Safer Skies:
a. AFS Strategic Plan--Goal 1: Evolve to a Systems Approach for Safety 
Oversight.
b. AFS Business Plan Initiative 2.9: Improve the Requirements Process.
c. AFS Strategic Plan--Goal 4: Promote Positive, Responsive, and 
Focused Customer Relations.
d. AFS Business Plan Initiative 2.13: Continue Efforts Associated with 
Safer Skies--Commercial Aviation.
    Respondents (including number of): The likely respondents to this 
proposed information requirement are sponsors of Flight Simulation 
Devices. At this time, the likely number of respondents is 66.
    Frequency: The FAA estimates the 66 sponsors would have a total of 
450 responses annually in the first year.
    Annual Burden Estimate: This proposal would result in an annual 
recordkeeping and reporting burden of 201,653 hours for the industry at 
a cost of $6,108,590. Out of that annual burden, however, the FAA 
believes that only 1,898 hours and $74,010 would be truly new; although 
not currently required by regulation, the industry is already doing 
much of what is proposed in this action. In addition to the burden 
stated above, there would be a one-time burden of 31,680 hours and 
$891,504. The recordkeeping and reporting burden is broken down into 
more detail as follows:
    Section 60.5, Quality Assurance Program, would call for a sponsor 
to develop, review, and have approved by the FAA, a quality assurance 
program (or QAP) applicable for each flight simulation device. However, 
the FAA assumes that the sponsor will provide the same QAP for each FSD 
it sponsors. Therefore, a calculation of the time involved is on a 
``per sponsor'' basis, rather than on a ``per FSD'' basis, is 
appropriate. The purpose of this QA program is to require the sponsor 
to systematically plan for and implement the requirements of part 60 
and the associated QPS.
    The quality assurance program would impose two types of cost on the 
industry and the FAA: a set-up, or one-time cost, and an annually 
recurring cost.
    For the one-time cost on the industry side:
    (1) an FSD technician and a pilot instructor would spend 
approximately 320 hours and 64 hours, respectively, to develop a 
quality assurance program:
    (2) an FSD technician and a pilot instructor would spend 
approximately 16 hours each to work on the technical coordination of 
metrics for a QA program;
    (3) a clerk would spend approximately 64 hours to do the paperwork 
associated with a QA program.
    This yields a total of 31,680 hours and $891,504 for the one-time 
expense.
    For the continuing, annual cost on the industry side:
    (1) To maintain the QA program the Management Representative would 
spend 12 hours to do the paperwork:
    (2) To maintain the QA program a clerk would spend approximately 2 
hours to do the paperwork;
    This yields a total of 924 hours and $33,984 for the continuing, 
annual expense.
    Section 60.9(b)(3), Additional Responsibilities of the Sponsor, 
sets out a requirement for each sponsor to maintain a liaison with the 
manufacturer of the aircraft being simulated by the FSD. The time and 
costs involved would be as follows:
    The Management Representative would spend 0.5 hours in drafting a 
letter to the manufacturer each quarter (i.e., each 3 months or 4 times 
each year) and a clerk would spend 0.5 hours each quarter preparing the 
letter for mailing, for a total of 264 hours and $6,324.
    Section 60.15(b), Initial Qualification Requirements, sets out the 
requirements for the contents of the request for evaluation and is 
broken into the following parts.
    The request for an evaluation is a one-time event for each new FSD 
the sponsor wishes to include in the approved training program. Time 
and costs will be as follows:
    (a) For the letter of request: The Management Representative, or a 
Pilot Instructor, would spend 0.5 hours in drafting a letter to the 
NSPM and a clerk

[[Page 60299]]

would spend 0.5 preparing the letter for mailing.
    This yields 1 hour and $50.50 for each new FSD entering service 
with a given sponsor.
    Estimates now are that approximately 70 new FSDs will enter service 
each year. This estimate would yield 70 hours and $3,535 each year.
    (b) For the list of all operations tasks or simulated systems for 
which the sponsor is seeking or is not seeking qualification, the 
Management Representative, or a Pilot Instructor, would spend 1 hour 
developing the list and a clerk would spend 1.5 hours in preparing the 
list for attachment to the letter of request for evaluation.
    This yields 2.5 hours and $108.50 for each new FSD entering service 
with a given sponsor. Estimates now are that approximately 70 new FSDs 
will enter service each year. This estimate would yield 175 hours and 
$7,595 each year.
    (c) For the qualification test guide, an FSD technician would spend 
40 hours developing the technical aspects of the qualification test 
guide and inserting the appropriate test results; the Management 
Representative or a Pilot Instructor, would spend 40 hours developing 
the operational aspects of the qualification test guide.
    This yields 80 hours and $4,600 for each new FSD entering service 
with a given sponsor.
    Estimates now are that approximately 70 new FSDs will enter service 
each year. This estimate would yield 5,600 hours and $322,000 each 
year.
    Section 60.16, Additional Qualifications for a Currently Qualified 
FSD, sets out the requirements for the sponsor to submit to the NSPM a 
summary of all modifications to a qualified FSD if that FSD is going to 
be used by an additional user (other than the sponsor) for tasks not 
originally qualified. While it is not possible to predict with any 
accuracy what additional tasks might be needed beyond the qualified 
tasks for any FSD, the following is offered for consideration:
    (a) For all additional tasks (beyond those originally qualified) 
that require no qualification test guide modification, the Management 
Representative or a pilot instructor would spend 0.5 hours in drafting 
a letter to the NSPM and a clerk would spend 0.5 preparing the letter 
for mailing. Assuming the following:
    (1) That additional tasks (beyond those originally qualified) will 
be requested of 25% of all new FSDs and
    (2) That 70 new FSDs will enter service each year.
    (b) For each additional task (beyond those originally qualified) 
that requires qualification test guide modification, the FSD technician 
would spend 2.5 hours in developing an appropriate change, a clerk 
would spend 0.5 hours preparing the proposed change, the Management 
Representative or a pilot instructor would spend 0.5 hours drafting a 
letter to the NSPM, and a clerk would spend 0.5 hours preparing the 
letter for mailing. Assuming the following:
    (1) That 2 additional tasks (beyond those originally qualified) 
will be requested on 5% of new FSDs;
    (2) That 1 additional task will be requested on 20% of new FSDs 
and;
    (3) That 70 new FSDs will enter service each year--
    This yields 32 hours and $1,044.70x20%=14 FSDs with additional 
tasks; this yields 51 hours and $1,824.
    Section 60.19, Inspection, Maintenance, and Recurrent Evaluation 
Requirements, requires sponsors to conduct inspections of each FSD each 
calendar quarter, with each such inspection addressing approximately 
one-fourth of the performance demonstrations and one-fourth of the 
objective tests required in the appropriate Qualification Performance 
Standard document. This inspection, conducted automatically, on modern 
FSDs would take an FSD technician 2 hours; and on older FSDs with more 
manually controlled functions, this inspection would take an FSD 
technician 6 hours to complete. Approximately 60% of the current 500 
FSD inventory are modern FSDs and 40% are older FSDs. This yields 7,200 
hours and $208,800.
    This section also requires that a functional preflight check be 
completed prior to use each day and at least once each week when not 
regularly used. This preflight check would take an FSD technician 0.5 
hours to complete. While it is not possible to predict with any 
accuracy what the frequency of use might be for any given FSD, the 
following is offered for consideration: Assume the following:
    (1) That 70% of the qualified FSDs are used an average of 4 days 
each week for 42 weeks of the year and are used not more than once each 
week for the remainder of the 10 weeks each year;
    (2) That 30% of the qualified FSDs are used an average of 6 days 
each week for 26 weeks, 3 days each week for 13 weeks, and not more 
than once each week for the remainder of the 13 weeks each year.
    This yields 30,960 hours and $897,840.
    This Sub-Section also requires that when a discrepancy is 
discovered at any time, the discrepancy and the corrective action taken 
must remain in the discrepancy log for at least 30 days after the 
discrepancy has been corrected. While it is not possible to predict 
accurately the frequency with which discrepancies might occur and the 
amount of time required to repair any given discrepancy would be 
directly dependent on the nature of that discrepancy, the following is 
offered for consideration: Assume the following:
    (1) That there are an average of 2 discrepancies each week on each 
qualified FSD, for an average of 104 discrepancies each year on each 
qualified FSD;
    (2) That 80% of these discrepancies is a minor discrepancy and will 
take an FSD technician an average of one hour to repair;
    (3) That 15% of these discrepancies is moderate and will take an 
FSD technician an average of 4 hours to repair; and
    (4) That 5% of these discrepancies is major and will take an FSD 
technician an average of 24 hours to repair.
    It will take an FSD technician 0.25 hours to record each correction 
in the discrepancy log. This yields a total of 148,000 hours and 
$4,292,000.
    This section also requires that each FSD be recurrently evaluated 
by the NSPM not less than once each year. This evaluation will require 
the time of a sponsor FSD technician and a sponsor pilot instructor. 
Each evaluation will require approximately 4 hours of time from both 
participants (time spent in the FSD) and approximately 2 additional 
hours of time from the sponsor's FSD technician. The FAA estimates that 
of the 500 FSDs currently qualified, approximately 30% are sponsored by 
10% of the sponsors (large sponsor) and 70% are sponsored by 90% of the 
sponsors (small sponsor).
    This yields a sub-total of 10 hours and $518 per FSD for each of 
the 30% of 500 FSDs, or a total of 10x150=1,500 hours and 
$518x150=$77,700.
    For 90% of the sponsors (i.e., small sponsors) representing 70% of 
the qualified FSDs: This yields a sub-total of 10 hours and $290 per 
FSD for each of the 70% of 500 FSDs, or a total of 10x350=3,500 hours 
and $290x350=$101,500. The total of the above is 5,000 hours and 
$179,200.
    This section also requires the sponsor to contact the NSPM to 
schedule the FSD for the recurrent evaluation. This contact and 
schedule will require a clerk for the sponsor to write, fax, or e-mail 
the NSPM and will take 0.5 hours to gather the necessary data, complete

[[Page 60300]]

the contact, and arrange for the recurrent evaluation. A clerk for the 
NSPM will take 0.5 hours to complete the compatible schedule. With 500 
FSDs this yields 0.5 hours x 500=250 hours and $ $7.50x500=$3,750.
    Section 60.20, Logging FSD Discrepancies, requires that when a 
discrepancy is discovered at any time, the discrepancy must be written 
into the discrepancy log. While it is not possible to predict 
accurately the frequency with which discrepancies might occur, the 
following is offered for consideration: Assume the following:
    (1) That there are an average of 2 discrepancies each week on each 
qualified FSD, for an average of 104 discrepancies each year on each 
qualified FSD.
    (2) That 80% of these discrepancies are recognized by a pilot 
instructor and
    (3) That 20% of these discrepancies are recognized by an FSD 
technician.
    The entry of the discrepancy into the log would take 0.05 hour per 
entry.
    The FAA estimates that of the 500 FSDs currently qualified, 
approximately 30% are sponsored by 10% of the sponsors (large sponsor) 
and 70% are sponsored by 90% of the sponsors (small sponsor). Together, 
this yields a total of 2600 hours and $119,860.
    Section 60.23, Modifications to FSDs, describes what must be done 
in order to modify a qualified FSD. While it is not possible to predict 
accurately the frequency with which modifications might occur and the 
amount of time required to make any given modification would be 
directly dependent on the nature of that modification, the following is 
offered for consideration: Assume the following:
    (1) There is an average of three modifications per year to 40% of 
the currently qualified FSDs;
    (2) Two of these three modifications are minor in nature requiring 
review by, but not requiring written approval from, the NSPM;
    (3) One of these modifications is major and requires both review 
and written approval from the NSPM; and
    (4) One-quarter of the major modifications require NSPM on-site 
evaluation prior to returning the FSD to service.
    The sponsor's FSD technician would take 2 hours to research and 
develop each required modification, followed by 0.5 hours to draft the 
notification the NSPM/TPAA. It would take a clerk 0.5 hours to prepare 
the notification for mailing. After the appropriate time or after 
receiving approval, it would take an FSD technician an average of 2 
hours to complete each minor modification, and it would take the 
technician an average of 16 hours to complete each major modification.
    This yields a total of 5,900 hours and $165,400.
    Section 60.25, Operation with Missing, Malfunctioning, or 
Inoperative Components, requires that each missing, malfunctioning, or 
inoperative component in an FSD be placarded. While it is not possible 
to predict accurately the frequency with which components might become 
missing, might malfunction, or might not operate correctly, the 
following is offered for consideration: Assume the following:
    (1) That an average of 2 components become missing, malfunctioning, 
or inoperative on each FSD each month;
    (2) That it will take an FSD technician an average of 0.05 hours to 
placard each such component.
    This yields a total of 50 hours and $1,450.
    Section 60.31, Recordkeeping and Reporting, requires the sponsor to 
keep a record of each certificate holder using the FSD and to provide 
the NSPM with a copy of this record semiannually. This would take the 
Management Representative an average of 1.0 hour each six months (2.0 
hours annually) to record this list and it would take a clerk an 
average of 0.5 hours to prepare this list for mailing. This yields a 
total of 132 hours and $5,334.
    The agency is soliciting comments to--
    (1) Evaluate whether the proposed information requirement is 
necessary for the proper performance of the functions of the agency, 
including whether the information will have practical utility;
    (2) Evaluate the accuracy of the agency's estimate of the burden;
    (3) Enhance the quality, utility, and clarity of the information to 
be collected; and
    (4) Minimize the burden of the collection of information on those 
who are to respond, including through the use of appropriate automated, 
electronic, mechanical, or other technological collection techniques or 
other forms of information technology.
    Individuals and organizations may submit comments on the 
information collection requirement by November 25, 2002, and should 
direct them to the address listed in the ADDRESSES section of this 
document.
    According to the regulations implementing the Paperwork Reduction 
Act of 1995, (5 CFR 1320.8(b)(2)(vi)), an agency may not conduct or 
sponsor, a person is not required to respond to a collection of 
information unless it displays a currently valid OMB control number. 
The OMB control number for this information collection will be 
published in the Federal Register, after the Office of Management and 
Budget approves it.

International Compatibility

    In keeping with U.S. obligations under the Convention on 
International Civil Aviation, it is FAA policy to comply with 
International Civil Aviation Organization (ICAO) Standards and 
Recommended Practices to the maximum extent practicable. The FAA has 
reviewed the corresponding ICAO Standards and Recommended Practices and 
has identified no differences with these proposed regulations.

Regulatory Evaluation Summary

    Changes to Federal regulations must undergo several economic 
analyses. First, Executive Order 12866 directs each Federal agency 
proposing or adopting a regulation to first make a reasoned 
determination that the benefits of the intended regulation justify its 
costs. Second, the Regulatory Flexibility Act of 1980 requires agencies 
to analyze the economic impact of regulatory changes on small entities. 
Third, the Trade Agreements Act prohibits agencies from setting 
standards that create unnecessary obstacles to the foreign commerce of 
the United States. In developing U.S. standards, this act requires 
agencies to consider international standards, and use them where 
appropriate as the basis of U.S. standards. Fourth, the Unfunded 
Mandates Reform Act of 1995 requires agencies to prepare a written 
assessment of the costs and benefits and other effects of proposed and 
final rules. An assessment must be prepared only for rules that impose 
a Federal mandate on State, local or tribal governments, or on the 
private sector, likely to result in a total expenditure of $100 million 
or more in any one year (adjusted for inflation.)
    In conducting these analyses, the FAA has determined:
    (1) This rule has benefits that justify its costs. This rulemaking 
does not impose costs sufficient to be considered ``significant'' under 
the economic standards for significance under Executive Order 12866 or 
under DOT's Regulatory Policies and Procedures. Due to public interest, 
however, it is considered significant under the Executive Order and DOT 
policy.
    (2) This rule will not have a significant impact on a substantial 
number of small entities.
    (3) This rule has no affect on any trade-sensitive activity.
    (4) This rule does not impose an unfunded mandate on state, local, 
or

[[Page 60301]]

tribal governments, or on the private sector.
    The FAA has placed these analyses in the docket and summarized them 
below.
    The proposed rule for a new part 60 would contain the requirements 
for the evaluation, qualification, inspection, and maintenance of 
Flight Simulator Devices (FSDs) used for training, evaluating, or 
obtaining flight experience for flight crewmember certification or 
qualification. The proposed requirements are based on requirements in 
appendix H of part 121 and in the current Sec.  121.407 as well as 
advisory circulars.
    The estimated 10-year cost of this proposed rule would be 
approximately $1.9 million ($1.6 million, discounted) due to the 
development, review, and approval of a Quality Assurance (QA) program. 
The majority of the cost impact, estimated at approximately $1.3 
million ($1.1 million, discounted) over a 10-year period, would be 
imposed on the industry. The FAA 10-year cost is estimated at 
approximately $571,000 ($413,000, discounted).
    Based on safety considerations, the proposed rule would also 
eliminate the use of Level A simulators to meet flight crewmember 
training, evaluation, or flight experience for purposes of 
certification or qualification. The Level A simulator is the least 
sophisticated of today's simulator levels and the requirements for data 
applicable to simulators of this vintage are very elementary and 
relatively primitive when compared to today's standards for simulators. 
The FAA believes that all sponsors, as a result of this proposed rule, 
would either retire their Level A simulators or downgrade them to Level 
6 Flight Training Devices at a minimal cost to the industry. The FAA 
believes that to upgrade to a Level B simulator would be an alternative 
the industry would reject because the costs ($350,000-$500,000 per 
simulator) to do so could not be recovered. The FAA has requested 
comments from the industry regarding this matter.
    There are five types of safety and economic benefits of 
incorporating a QA program for each FSD sponsor. First, aviation safety 
would be better maintained because a QA program would identify, for the 
user and the FAA, flightcrew training problems that could or would 
arise due to problems with the maintenance and operation of the FSD. 
Second, when training is interrupted due to maintenance problems, those 
problems would be quickly and accurately corrected to allow the 
training process to resume. Third, sponsors would see cost savings due 
to a reduction of mistakes . Fourth, sponsors could see cost savings by 
having to support less frequent evaluations by NSP staff. And fifth, 
the FAA (and the tax payers) would realize cost savings by requiring 
less frequent on-site FSD evaluations; by not requiring commensurate 
growth of FAA personnel committed to individual evaluations of an ever-
expanding fleet of FSDs; and by providing the ability to focus a more 
constant personnel resource on safety areas more deserving of 
individualized scrutiny.
    Lastly, the proposed new part 60 would consolidate and update the 
existing FSD qualification requirements. Currently, regulations 
regarding advanced simulators are located in appendix H. Those who 
operate airplanes under other parts of the regulations and wish to use 
appendix H authorizations have to obtain exemptions from the 
certificate holding requirements of part 121 and have the appropriate 
simulator authorizations incorporated into their exemptions or would 
have to obtain a part 142 certificate. The proposed new part 60 would 
establish FSD requirements that could be used by any certificate holder 
as defined under part 60 who conducts training and evaluation, or 
intends to meet recent flight experience requirements. Its application, 
therefore, would be expanded beyond just those who operate under part 
121.

Initial Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (RFA) establishes ``as a 
principle of regulatory issuance that agencies shall endeavor, 
consistent with the objective of the rule and of applicable statutes, 
to fit regulatory and informational requirements to the scale of the 
business, organizations, and governmental jurisdictions subject to 
regulation.'' To achieve that principle, the Act requires agencies to 
solicit and consider flexible regulatory proposals and to explain the 
rationale for their actions. The Act covers a wide-range of small 
entities, including small businesses, not-for-profit organizations and 
small governmental jurisdictions.
    Agencies must perform a review to determine whether a proposed or 
final rule will have a significant economic impact on a substantial 
number of small entities. If the determination is that it will, the 
agency must prepare a regulatory flexibility analysis as described in 
the Act.
    However, if an agency determines that a proposed or final rule is 
not expected to have a significant economic impact on a substantial 
number of small entities, section 605(b) of the 1980 act provides that 
the head of the agency may so certify and a regulatory flexibility 
analysis is not required. The certification must include a statement 
providing the factual basis for this determination, and the reasoning 
should be clear.
    The adoption of this proposal would impose an estimated 10-year 
cost of approximately $114,000 ($98,000, discounted) on approximately 
six small entities. Each of these sponsors would incur a one-time cost 
of approximately $13,000 to develop a QA program and an annual cost of 
approximately $600 to maintain the program. To determine the impact of 
the cost on these small entities, the FAA examined the relation of a 
small entity's annualized cost to its potential annual revenue. The FAA 
estimated that each flight simulation device, on average, is in use for 
training about 4,800 hours a year. Also, according to industry sources, 
most sponsors charge a minimum of $250 an hour for training in a Level 
B simulator. As a result, a sponsor's potential annual revenue from one 
Level B simulator is estimated at $1.2 million. Therefore, the 
annualized cost of this proposed rule for each small entity, 
approximately $2,300, would be considerably less than one percent of 
the estimated potential annual revenue ($1.2 million) for a small 
entity with only one Level B simulator. The FAA contends that these 
small entities would not be significantly impacted by the cost of this 
proposed rule.
    Accordingly, pursuant to the Regulatory Flexibility Act, 5 U.S.C. 
605(b), the Federal Aviation Administration certifies that this rule 
would not have a significant economic impact on a substantial number of 
small entities. The FAA solicits comments from affected entities with 
respect to this finding and determination and requests that all 
comments be accompanied by clear documentation.

International Trade Impact Assessment

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

[[Page 60302]]

obstacles to the foreign commerce of the United States.

Unfunded Mandates Assessment

    The Unfunded Mandates Reform Act of 1995 (the Act), enacted as 
Public Law 104-4 on March 22, 1995, is intended, among other things, to 
curb the practice of imposing unfunded Federal mandates on State, 
local, and tribal governments.
    Title II of the Act requires each Federal agency to prepare a 
written statement assessing the effects of any Federal mandate in a 
proposed or final agency rule that may result in a $100 million or more 
expenditure (adjusted annually for inflation) in any one year by State, 
local, and tribal governments, in the aggregate, or by the private 
sector; such a mandate is deemed to be a ``significant regulatory 
action.''
    This proposed rule does not contain such a mandate. Therefore, the 
requirements of Title II of the Unfunded Mandates Reform Act of 1995 do 
not apply.

Executive Order 13132, Federalism

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

Environmental Analysis

    FAA Order 1050.1D defines FAA actions that may be categorically 
excluded from preparation of a National Environmental Policy Act (NEPA) 
environmental impact statement. In accordance with FAA Order 1050.1D, 
appendix 4, paragraph 4(j), this proposed rulemaking action qualifies 
for a categorical exclusion.

Energy Impact

    The energy impact of this notice of proposed rulemaking has been 
assessed in accordance with the Energy Policy and Conservation Act 
(EPCA) Public Law 94-163, as amended (42 U.S.C. 6362) and FAA Order 
1053.1. It has been determined that this notice of proposed rulemaking 
is not a major regulatory action under the provisions of the EPCA.

List of Subjects

14 CFR Part 1

    Air transportation.

14 CFR Part 60

    Airmen, Aviation safety, Reporting and recordkeeping requirements.

14 CFR Part 61

    Aircraft, Airmen, Recreation and recreation areas, Reporting and 
recordkeeping requirements, Teachers.

14 CFR Part 63

    Aircraft, Airmen, Navigation (air), Reporting and recordkeeping 
requirements.

14 CFR Part 141

    Airmen, Educational facilities, Reporting and recordkeeping 
requirements, Schools.

14 CFR Part 142

    Administrative practice and procedure, Airmen, Educational 
facilities, Reporting and recordkeeping requirements, Schools, 
Teachers.

The Proposed Amendment

    The Federal Aviation Administration proposes to amend parts 1, 11, 
61, 63, 141 and 142 and to add part 60 to title 14, chapter I of the 
Code of Federal Regulations as follows:

PART 1--DEFINITIONS AND ABBREVIATIONS

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

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

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


Sec.  1.1  General definitions.

* * * * *
    Flight simulation device (FSD) means a flight simulator or a flight 
training device.
    Flight simulator means a full size replica of a specific type or 
make, model, and series aircraft cockpit. It includes the assemblage of 
equipment and computer programs necessary to represent the aircraft in 
ground and flight operations, a visual system providing an out-of-the-
cockpit view, a system that provides cues at least equivalent to those 
of a three-degree-of-freedom motion system, and 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 standards 
(QPS) for a specific qualification level.
* * * * *
    Flight training device (FTD) means a full size replica of aircraft 
instruments, equipment, panels, and controls in an open flight deck 
area or an enclosed aircraft cockpit replica. It includes the equipment 
and computer programs necessary to represent the aircraft or set of 
aircraft 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 part and the qualification performance standard (QPS) 
for a specific qualification level.
* * * * *
    3. Section 1.2 is amended by adding new abbreviations in 
alphabetical order to read as follows:


Sec.  1.2  Abbreviations and symbols.

* * * * *
    FSD means flight simulation device.
    FTD means flight training device.
* * * * *
    4. Part 60 is added to subchapter D to read as follows:

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

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

[[Page 60303]]

Appendix B to Part 60-- Qualification Performance Standards for 
Airplane Flight Training Devices
Appendix C to Part 60-- Qualification Performance Standards for 
Helicopter Flight Simulators
Appendix D to Part 60-- Qualification Performance Standards for 
Helicopter Flight Training Devices

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


Sec.  60.1  Applicability.

    (a) This part prescribes the rules governing the initial and 
continuing qualification and use of all aircraft flight simulation 
devices (FSD) used for meeting training, evaluation, or flight 
experience requirements of this chapter for flightcrew member 
certification or qualification.
    (b) The rules of this part apply to each person using or applying 
to use an FSD to meet any requirement of this chapter.
    (c) The requirements of Sec.  60.31 regarding falsification of 
applications, records, or reports also apply to each person who uses an 
FSD for training, evaluation, or obtaining flight experience required 
for flightcrew member certification or qualification under this 
chapter.


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

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


Sec.  60.3  Definitions.

    In addition to the definitions in part 1 of this chapter, for the 
purpose of this part, the following terms and definitions apply:
    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.
    Evaluation. With respect to an individual, the checking, testing, 
or review associated with flightcrew member qualification, training, 
and certification under parts 61, 63, 121, or 135 of this chapter. With 
respect to an FSD, the qualification activities (objective and 
subjective tests, inspections, recurrent evaluation, etc.) associated 
with the requirements of this part.
    Flight experience. For purposes of this part, flight experience 
means recency of flight experience for landing credit purposes.
    Flight test data. Actual aircraft performance data collected by the 
aircraft manufacturer (or other supplier of data acceptable to the 
NSPM) during an aircraft flight test program.
    FSD Directive. A document issued by the FAA to an FSD sponsor, 
requiring a modification to the FSD due to a recognized safety-of-
flight issue and amending the qualification basis for the FSD.
    Master Qualification Test Guide (MQTG). The FAA-approved 
Qualification Test Guide with the addition of the FAA-witnessed test, 
performance, or demonstration results, applicable to each individual 
FSD.
    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 the NSPM .
    Objective test. A quantitative comparison of simulator performance 
data to actual or predicted aircraft performance data to ensure that 
FSD performance is within the tolerances prescribed in the QPS.
    Predicted data. Aircraft performance data derived from sources 
other than direct physical measurement of, or flight tests on, the 
subject aircraft. Predicted data may include engineering analysis and 
simulation, design data, wind tunnel data, estimations or 
extrapolations based on existing flight test data, or data from other 
models.
    Qualification level. The categorization of the FSD, based on its 
demonstrated technical and operational capability as set out in the 
QPS.
    Qualification Performance Standard (QPS). The collection of 
procedures and criteria published by the FAA to be used when conducting 
objective tests and subjective tests, including general FSD 
requirements, for establishing FSD qualification levels. The QPS are 
set forth in the following appendices: Appendix A, for Airplane 
Simulators; Appendix C, for Helicopter Simulators; Appendix B, for 
Airplane Flight Training Devices; and Appendix D, for Helicopter Flight 
Training Devices.
    Qualification Test Guide (QTG). The primary reference document used 
for evaluating an aircraft FSD. It contains test results, performance 
or demonstration results, statements of compliance and capability, the 
configuration of the aircraft simulated, and other information for the 
evaluator to assess the FSD against the applicable regulatory criteria.
    Set of aircraft. Aircraft that share similar handling and operating 
characteristics and similar operating envelopes and have the same 
number and type of propulsion systems (i.e., engines, or engine and 
propeller/rotor combinations).
    Sponsor. A certificate holder who seeks or maintains FSD 
qualification and is responsible for the prescribed actions as set out 
in this part and the QPS for the appropriate FSD and qualification 
level.
    Subjective test. A qualitative comparison to determine the extent 
to which the FSD performs and handles like the aircraft being 
simulated.
    Training Program Approval Authority (TPAA). A person authorized by 
the Administrator to approve the aircraft flight training program in 
which the FSD will be used.
    Upgrade. The improvement or enhancement of an FSD for the purpose 
of achieving a higher qualification level.


Sec.  60.4  Qualification Performance Standards.

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

[[Page 60304]]

Sec.  60.5  Quality assurance program.

    (a) After [date 6 months after effective date of the final rule], 
no sponsor may use or allow the use of or offer the use of an FSD for 
flightcrew member training or evaluation or for obtaining flight 
experience to meet any requirement of this chapter unless the sponsor 
has established and follows a quality assurance (QA) program, approved 
by the NSPM, for the continuing surveillance and analysis of the 
sponsor's performance and effectiveness in providing a satisfactory FSD 
for use on a regular basis as described in the appropriate QPS.
    (b) The QA program must provide a process for identifying 
deficiencies in the program and for documenting how the program will be 
changed to address these deficiencies.
    (c) Whenever the NSPM finds that the QA program does not adequately 
address the procedures necessary to meet the requirements of this part, 
the sponsor must, after notification by the NSPM, change the program so 
the procedures meet the requirements of this part.
    (d) Each sponsor of an FSD must identify to the NSPM and to the 
TPAA, by name, one individual, who is an employee of the sponsor, to be 
the management representative (MR) and the primary contact point for 
all matters between the sponsor and the FAA regarding the qualification 
of that FSD as provided for in this part.


Sec.  60.7  Sponsor qualification requirements.

    (a) A person is eligible to apply to be a sponsor of an FSD if the 
following conditions are met:
    (1) The person holds, or is an applicant for, a certificate under 
part 119, 141, or 142 of this chapter; or holds, or is an applicant 
for, an approved flight engineer course in accordance with part 63 of 
this chapter.
    (2) The FSD will be used, or will be offered for use, in the 
sponsor's FAA-approved flight training program for the aircraft being 
simulated as evidenced in a request for evaluation submitted to the 
NSPM through the TPAA.
    (b) A person is a sponsor of the FSD if the following conditions 
are met:
    (1) The person is a certificate holder under part 119, 141, or 142 
of this chapter or has an approved flight engineer course in accordance 
with part 63 of this chapter.
    (2) The person has operations specifications authorizing the use of 
the aircraft type or set of aircraft being simulated by the FSD or has 
training specifications or a course of training authorizing the use of 
an FSD for that aircraft type or set of aircraft.
    (3) The person has an approved quality assurance program in 
accordance with Sec.  60.5.
    (4) The NSPM has approved the person as the sponsor of the FSD and 
that approval has not been withdrawn by the FAA.
    (c) A person continues to be a sponsor of an FSD, if the following 
conditions are met:
    (1) Beginning 12 calendar months after the initial qualification of 
the FSD and every 12 calendar months thereafter, the FSD must have been 
used within the sponsor's FAA-approved flight training program for the 
aircraft type or set of aircraft for a minimum of 600 hours.
    (2) The use of the FSD described in paragraph (c )(1) of this 
section must be dedicated to meeting the requirements of parts 61, 63, 
91, 121, or 135 of this chapter.
    (3) If the use requirements of paragraphs (c )(1) and (2) of this 
section are not met, the person will continue to sponsor the FSD on a 
provisional basis for an additional period not longer than 12 calendar 
months; and--
    (i) If the FSD is used as described in paragraphs (c )(1) and (2) 
of this section within this additional 12 calendar month period, the 
provisional status will be removed and regular sponsorship resumed; or
    (ii) If the FSD is not used as described in paragraphs (c)(1) and 
(2) of this section within the additional 12 calendar month period, the 
FSD is not qualified and the sponsor will not be eligible to apply to 
sponsor that FSD for at least 12 calendar months.


Sec.  60.9  Additional responsibilities of the sponsor.

    (a) The sponsor must allow the NSPM upon request to inspect 
immediately the FSD, including all records and documents relating to 
the FSD, to determine its compliance with this part. If the sponsor 
fails to allow the NSPM to inspect the FSD, and all records and 
documents relating to the FSD, the sponsor may not allow the FSD to be 
used for flightcrew member training or evaluation or for obtaining 
flight experience to meet any of the requirements under this chapter.
    (b) The sponsor must, for each FSD--
    (1) Establish a mechanism for the following persons to provide 
comments regarding the FSD and its operation and provide for receipt of 
those comments:
    (i) Flightcrew members recently completing training or evaluation 
or recently obtaining flight experience in the FSD;
    (ii) Instructors and check airmen using the FSD for training, 
evaluation, or flight experience sessions; and
    (iii) Simulator technicians and maintenance personnel performing 
work on the FSD.
    (2) Examine each comment received under paragraph (b)(1) of this 
section for content and importance and take appropriate action.
    (3) Maintain a liaison with the manufacturer of the aircraft, or 
the holder of the aircraft type certificate for the aircraft if the 
manufacturer is out of business, being simulated by the FSD to 
facilitate compliance with Sec.  60.13(f) when necessary.
    (4) Post in or adjacent to the FSD the Statement of Qualification 
issued by the NSPM.


Sec.  60.11  FSD use.

    No person may use or allow the use of or offer the use of an FSD 
for flightcrew member training or evaluation or for obtaining flight 
experience to meet any of the requirements under this chapter unless, 
in accordance with the QPS for the specific device, the FSD--
    (a) Has a single sponsor who is qualified under Sec.  60.7. The 
sponsor may arrange with another person for services of document 
preparation and presentation, as well as FSD inspection, maintenance, 
repair, and servicing; however, the sponsor remains responsible for 
ensuring that these functions are conducted in a manner and with a 
result of continually meeting the requirements of this part.
    (b) Is qualified as described in the Statement of Qualification 
that is required to be posted pursuant to Sec.  60.9(b)(4)--
    (1) For the make, model, and series of aircraft or set of aircraft; 
and
    (2) For all tasks and configurations.
    (c) Remains qualified, through satisfactory inspection, recurrent 
evaluations, appropriate maintenance, and use requirements in 
accordance with this part and the appropriate QPS.
    (d) Functions during the training, evaluation, or flight experience 
with the same software and active programming that was evaluated by the 
NSPM.


Sec.  60.13  FSD objective data requirements.

    (a) Except as provided in paragraphs (b) and (c) of this section, 
for the purposes of validating FSD performance and handling qualities 
during evaluation for qualification, the sponsor must submit to the 
NSPM the aircraft manufacturer's flight test data including all data 
developed after the type certificate was issued (e.g., data developed 
in response to an airworthiness directive) if such data results from a 
change in performance, handling qualities, functions, or other

[[Page 60305]]

characteristics of the aircraft that must be considered for flightcrew 
member training, evaluation, or for meeting experience requirements of 
this chapter.
    (b) The sponsor may submit flight test data from a source in 
addition to or independent of the aircraft manufacturer's data to the 
NSPM in support of an FSD qualification, but only if this data is 
gathered and developed by that source in accordance with flight test 
methods, including a flight test plan, as described in the appropriate 
QPS.
    (c) The sponsor may submit predicted data, data from pilot owner or 
pilot operating manuals, or data from public domain sources acceptable 
to the NSPM for consideration, approval and possible use in particular 
applications for FSD qualification.
    (d) Data or other material or elements must be submitted in a form 
and manner acceptable to the NSPM.
    (e) The NSPM may require additional flight testing to support 
certain FSD qualification requirements.
    (f) When an FSD sponsor learns, or is advised by an aircraft 
manufacturer or supplemental type certificate (STC) holder, that an 
addition to, an amendment to, or a revision of the data used to program 
and operate an FSD used in the sponsor's training program is available, 
the sponsor must immediately notify the NSPM.


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

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


Sec.  60.15  Initial qualification requirements.

    (a) For each FSD, the sponsor must submit a request through the 
TPAA to have the NSPM evaluate the FSD for initial qualification at a 
specific level. The request must be submitted in the form and manner 
described in the appropriate QPS.
    (b) The request must include all of the following:
    (1) A statement that the FSD meets all of the applicable provisions 
of this part and all applicable provisions of the QPS.
    (2) A statement that the sponsor has established a procedure to 
verify that the configuration of hardware and software present during 
the evaluation for initial qualification will be maintained, except 
where modified as authorized in Sec.  60.23. The statement must include 
a description of the procedure.
    (3) A statement signed by at least one pilot who meets the 
requirements of paragraph (c) of this section asserting that each pilot 
so approved has determined that the following requirements have been 
met:
    (i) The FSD systems and sub-systems function equivalently to those 
in the aircraft or set of aircraft.
    (ii) The performance and flying qualities of the FSD are equivalent 
to those of the aircraft or set of aircraft.
    (iii) For type specific FSD's, the cockpit configuration conforms 
to the configuration of the aircraft make, model, and series being 
simulated.
    (4) A list of all of the operations tasks or simulator systems in 
the subjective test appendix of the appropriate QPS for which the FSD 
has not been subjectively tested (e.g., circling approaches, windshear 
training, etc.) and for which qualification is not sought.
    (5) A qualification test guide (QTG) that includes all of the 
following:
    (i) Objective data obtained from aircraft testing or another 
approved source.
    (ii) Correlating objective test results obtained from the 
performance of the FSD as prescribed in the appropriate QPS.
    (iii) The result of FSD performance demonstrations prescribed in 
the appropriate QPS.
    (iv) A description of the equipment necessary to perform the 
evaluation for initial qualification and the recurrent evaluations for 
continuing qualification.
    (c) Except for those FSD's previously qualified and described in 
Sec.  60.17, each FSD evaluated for initial qualification must meet the 
standard that is in effect at the time of the evaluation. However--
    (1) If the FAA publishes a change to the existing standard or 
publishes a new standard for the evaluation for initial qualification, 
a sponsor may request that the NSPM apply the standard that was in 
effect when an FSD was ordered for delivery if the sponsor--
    (i) Within 30 days of the publication of the change to the existing 
standard or publication of the new standard, notifies the NSPM that an 
FSD has been ordered;
    (ii) Requests that the standard in effect at the time the order was 
placed be used for the evaluation for initial qualification; and
    (iii) The evaluation is conducted within 24 months following the 
publication of the change to the existing standard or publication of 
the new standard, unless circumstances beyond the control of the 
sponsor prevent the evaluation from occurring within that time.
    (2) This notification must include a description of the FSD; the 
anticipated qualification level of the FSD; the make, model, and series 
of aircraft simulated; and any other pertinent information.
    (3) Any tests, tolerances, or other requirements that are current 
at the time of the evaluation may be used during the initial 
evaluation, at the request of the sponsor, if the sponsor provides 
acceptable updates to the required qualification test guide.
    (4) The standards used for the evaluation for initial qualification 
will be used for all subsequent evaluations of the FSD.
    (d) The pilot or pilots who make the statement required by 
paragraph (b)(3) of this section must--
    (1) Be designated by the sponsor;
    (2) Be approved by the TPAA; and
    (3) Be qualified in--
    (i) The aircraft or set of aircraft being simulated; or
    (ii) For aircraft types not yet issued a type certificate, an 
aircraft type similar in size and configuration.
    (e) The subjective tests that form the basis for the statements 
described in paragraph (b)(3) of this section and the objective tests 
referenced in paragraph (b)(5) of this section must be accomplished at 
the sponsor's training facility except as provided for in the 
appropriate QPS.
    (f) The person seeking to qualify the FSD must provide the NSPM 
access to the FSD for the length of time necessary for the NSPM to 
complete the required evaluation of the FSD for initial qualification, 
which includes the conduct and evaluation of objective and subjective 
tests, including general FSD requirements, as described in the 
appropriate QPS, to determine that the FSD meets the standards in that 
QPS.
    (g) When the FSD passes an evaluation for initial qualification, 
the NSPM issues a Statement of Qualification that includes all of the 
following:
    (1) Identification of the sponsor.
    (2) Identification of the make, model, and series of the aircraft 
or set of aircraft being simulated.
    (3) Identification of the configuration of the aircraft of set or 
aircraft being simulated (e.g., engine model or models, flight 
instruments, navigation or other systems, etc.).
    (4) A statement that the FSD is qualified as either a flight 
simulator or a flight training device.
    (5) Identification of the qualification level of the FSD.
    (6) A list of all of the operations tasks or simulator systems in 
the subjective test appendix of the appropriate QPS for which the FSD 
has not been subjectively

[[Page 60306]]

tested and for which the FSD is not qualified (e.g., circling 
approaches, windshear training, etc.).
    (h) After the NSPM completes the evaluation for initial 
qualification, the sponsor must update the QTG, with the results of the 
FAA-witnessed tests and demonstrations together with the results of all 
the objective tests and demonstrations described in the appropriate 
QPS.
    (i) Upon issuance of the Statement of Qualification the updated QTG 
becomes the MQTG and must be made available to the FAA upon request.


Sec.  60.16  Additional qualifications for a currently qualified FSD.

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


Sec.  60.17  Previously qualified FSD's.

    (a) Unless otherwise specified by an FSD Directive, further 
referenced in the appropriate QPS, or as specified in paragraph (e) of 
this section, an FSD qualified before [effective date of final rule] 
will retain its qualification basis as long as it continues to meet the 
standards, including the performance demonstrations and the objective 
test results recorded in the MQTG, under which it was originally 
evaluated, regardless of sponsor. The sponsor of such an FSD must 
comply with the other applicable provisions of this part.
    (b) For each FSD qualified before [effective date of the final 
rule], no sponsor may use or allow the use of or offer the use of such 
an FSD after [date 6 years after the effective date of the final rule] 
for flightcrew member training, evaluation or flight experience to meet 
any of the requirements of this chapter, unless that FSD has been 
issued a Statement of Qualification, including the Configuration List 
and Restrictions to the Qualification List in accordance with the 
procedures set out in the appropriate QPS.
    (c) If the FSD qualification is lost under Sec.  60.27 and not 
restored under Sec.  60.27 for two (2) years or more, the qualification 
basis (in terms of objective tests and performance demonstrations) for 
the re-qualification will be those standards in effect and current at 
the time of re-qualification application.
    (d) Except as provided in paragraph (e) of this section, any change 
in FSD qualification level initiated on or after [the effective date of 
this rule] requires an evaluation for initial qualification in 
accordance with this part.
    (e) A sponsor may request that an FSD be downgraded. In such a 
case, the NSPM may downgrade a qualified FSD without requiring and 
without conducting an initial evaluation for the new qualification 
level. Subsequent recurrent evaluations will use the existing MQTG, 
modified as necessary to reflect the new qualification level.
    (f) When the sponsor has appropriate validation data available and 
receives approval from the NSPM, the sponsor may adopt tests and 
associated tolerances described in the current qualification standards 
as the tests and tolerances applicable for the continuing qualification 
of a previously qualified FSD. The updated test(s) and tolerance(s) 
must be made a permanent part of the MQTG.


Sec.  60.19  Inspection, recurrent evaluation, and maintenance 
requirements.

    (a) Inspection. No sponsor may use or allow the use of or offer the 
use of an FSD for flightcrew member training, evaluation, or flight 
experience to meet any of the requirements of this chapter unless the 
sponsor does the following:
    (1) Accomplishes all appropriate QPS Attachment 1 performance 
demonstrations and all appropriate QPS Attachment 2 objective tests 
each year. To do this, the sponsor must conduct a minimum of four 
evenly spaced inspections throughout the year, as approved by the NSPM. 
The performance demonstrations and objective test sequence and content 
of each inspection in this sequence will be developed by the sponsor 
and submitted to the NSPM for approval. In deciding whether to approve 
the test sequence and the content of each inspection, the NSPM looks 
for a balance and a mix from the performance demonstrations and 
objective test requirement areas listed as follows:
    (i) Performance.
    (ii) Handling qualities.
    (iii) Motion system (where appropriate).
    (iv) Visual system (where appropriate).
    (v) Sound system (where appropriate).
    (vi) Other FSD systems.
    (2) Completes a functional preflight check in accordance with the 
appropriate QPS each calendar day prior to the start of the first FSD 
period of use that begins in that calendar day.
    (3) Completes at least one functional preflight check in accordance 
with the appropriate QPS in every 7 consecutive calendar days.
    (4) Maintains a discrepancy log.
    (5) Ensures that, when a discrepancy is discovered, the following 
requirements are met:
    (i) A description of each discrepancy is entered in the log and 
remains in the log until 30 days after the discrepancy is corrected as 
specified in Sec.  60.25(b).
    (ii) A description of the corrective action taken for each 
discrepancy and the date that action is taken must be entered in the 
log. This entry concerning the corrective action is maintained for at 
least 30 days.
    (iii) The discrepancy log is kept in a form and manner acceptable 
to the Administrator and is kept in or immediately adjacent to the FSD.
    (b) Recurrent evaluation. (1) This evaluation consists of 
performance demonstrations, objective tests, and subjective tests, 
including general FSD requirements, as described in the appropriate QPS 
or as may be amended by an FSD Directive.
    (2) The sponsor must contact the NSPM to schedule the FSD for 
recurrent evaluations not later than 60 days before the recurrent 
evaluation is due.
    (3) The sponsor must provide the NSPM access to the objective test 
results

[[Page 60307]]

and FSD performance demonstration results in the MQTG, and access to 
the FSD for the length of time necessary for the NSPM to complete the 
required recurrent evaluations, weekdays between 6 o'clock AM (local 
time) and 6 o'clock PM (local time).
    (4) The frequency of NSPM-conducted recurrent evaluations for each 
FSD will be established by the NSPM and specified in the MQTG.
    (5) Recurrent evaluations conducted in the calendar month before or 
after the calendar month in which these recurrent evaluations are 
required will be considered to have been conducted in the calendar 
month in which they were required.
    (6) No sponsor may use or allow the use of or offer the use of an 
FSD for flightcrew member training or evaluation or for obtaining 
flight experience for the flightcrew member to meet any requirement of 
this chapter unless the FSD has passed an NSPM-conducted recurrent 
evaluation within the timeframe specified in the MQTG.
    (c) Maintenance. The sponsor is responsible for continuing 
corrective and preventive maintenance on the FSD to ensure that it 
continues to meet the requirements of Sec.  60.15(b).


Sec.  60.20  Logging FSD discrepancies.

    Each instructor, check airman, or representative of the 
Administrator conducting training or evaluation, or observing flight 
experience for flightcrew member certification or qualification, and 
each person conducting the preflight inspection (Sec.  60.19(a)(2), 
(3), and (4)), who discovers a discrepancy, including any missing, 
malfunctioning, or inoperative components in the FSD, must write or 
cause to be written a description of that discrepancy into the 
discrepancy log at the end of the FSD preflight or FSD use session.


Sec.  60.21  Interim qualification of FSD's for new aircraft types or 
models.

    (a) A sponsor may apply for and the NSPM may issue an interim 
qualification level for an FSD for a new type or model of aircraft, 
even though the flight test data used has not received final approval 
by the aircraft manufacturer, if the sponsor provides the following to 
the satisfaction of the NSPM--
    (1) The aircraft manufacturer's predicted data, validated by a 
limited set of flight test data;
    (2) The aircraft manufacturer's description of the prediction 
methodology used to develop the predicted data; and
    (3) The QTG test results.
    (b) An FSD that has been issued interim qualification will be 
deemed to have been issued initial qualification unless the NSPM 
rescinds the qualification. Interim qualification terminates one year 
after its issuance, unless the NSPM determines that specific conditions 
warrant otherwise.
    (c) Within six months of the release of the final flight test data 
package by the aircraft manufacturer but no later than one year after 
the issuance of the interim qualification status the sponsor must apply 
for initial qualification in accordance with Sec.  60.15 based on the 
final flight test data package approved by the aircraft manufacturer, 
unless the NSPM determines that specific conditions warrant otherwise.
    (d) An FSD with interim qualification may be modified only in 
accordance with Sec.  60.23.


Sec.  60.23  Modifications to FSD's.

    (a) When the sponsor or the FAA determines that any of the 
following circumstances exist and the FAA determines that the FSD 
cannot be used adequately to train, evaluate, or provide flight 
experience for flightcrew members, the sponsor must modify the FSD 
accordingly.
    (1) The aircraft manufacturer or another approved source develops 
new data regarding the performance, functions, or other characteristics 
of the aircraft being simulated;
    (2) A change in aircraft performance, functions, or other 
characteristics occurs;
    (3) A change in operational procedures or requirements occurs; or
    (4) Other circumstances as determined by the NSPM.
    (b) When the FAA determines that FSD modification is necessary for 
safety of flight reasons, the sponsor of each affected FSD must ensure 
that the FSD is modified according to the FSD Directive regardless of 
the original qualification standards applicable to any specific FSD.
    (c) Before modifying a qualified FSD, the sponsor must notify the 
NSPM and the TPAA as follows:
    (1) The notification must include a complete description of the 
planned modification, including a description of the operational and 
engineering effect the proposed modification will have on the operation 
of the FSD.
    (2) The notification must be submitted in a form and manner as 
specified in the appropriate QPS.
    (d) If the sponsor intends to add additional equipment or devices 
intended to simulate aircraft appliances; modify hardware or software 
that would affect flight or ground dynamics, including revising FSD 
programming or replacing or modifying the host computer; or if the 
sponsor is changing or modifying the motion, visual, or control loading 
systems (or sound system for FSD levels requiring sound tests and 
measurements), the following applies:
    (1) The sponsor must meet the notification requirements of 
paragraph (c) of this section and must include in the notification the 
results of all objective tests that have been re-run with the 
modification incorporated, including any necessary updates to the MQTG.
    (2) However, the sponsor may not use, or allow the use of, or offer 
the use of, the FSD with the proposed modification for flightcrew 
member training or evaluation or for obtaining flight experience for 
the flightcrew member to meet any requirement of this chapter unless or 
until the sponsor receives written notification from the NSPM approving 
the proposed modification. Prior to approval, the NSPM may require that 
the modified FSD be evaluated in accordance with the standards for an 
evaluation for initial qualification or any part thereof before it is 
placed in service.
    (e) The sponsor may not modify a qualified FSD until one of the 
following has occurred:
    (1) For circumstances described in paragraph (b) or (d) of this 
section, the sponsor receives written approval from the NSPM that the 
modification is authorized.
    (2) For circumstances other than those described in paragraph (b) 
or (d) of this section, either:
    (i) Twenty-one days have passed since the sponsor notified the NSPM 
and the TPAA of the proposed modification and the sponsor has not 
received any response from the NSPM or TPAA; or
    (ii) The NSPM or TPAA approves the proposed modification in fewer 
than 21 days since the sponsor notified the NSPM and the TPAA of the 
proposed modification.
    (f) When a modification is made to an FSD, the sponsor must notify 
each certificate holder planning to use that FSD of that modification 
prior to that certificate holder using that FSD the first time after 
the modification is complete.
    (g) The MQTG must be updated with current objective test results in 
accordance with Sec.  60.15(b)(5) and appropriate flight test data in 
accordance with Sec.  60.13, each time an FSD is modified and an 
objective test is affected by the modification. If this update is 
initiated by an FSD Directive, the direction to make the modification

[[Page 60308]]

and the record of the modification completion must be filed in the 
MQTG.


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

    (a) No person may use or allow the use of or offer the use of an 
FSD with a missing, malfunctioning, or inoperative component for 
meeting training, evaluation, or flight experience requirements of this 
chapter for flightcrew member certification or qualification during 
maneuvers, procedures, or tasks that require the use of the correctly 
operating component.
    (b) Each missing, malfunctioning, or inoperative component must be 
repaired or replaced within 7 calendar days unless otherwise required 
or authorized by the NSPM. Failure to repair or replace this component 
within the prescribed time may result in loss of FSD qualification.
    (c) Each missing, malfunctioning, or inoperative component must be 
placarded as such on or adjacent to that component or the control for 
that component in the FSD and a list of the currently missing, 
malfunctioning, or inoperative components must be readily available in 
or immediately adjacent to the FSD for review by users of the device.


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

    (a) An FSD is not qualified if any of the following occurs:
    (1) The FSD is not used in the sponsor's FAA-approved flight 
training program in accordance with Sec.  60.9(b)(4).
    (2) The FSD is not maintained and inspected in accordance with 
Sec.  60.19.
    (3) The FSD is physically moved from one location to another, 
regardless of distance.
    (4) The FSD is disassembled (e.g., for repair or modification) to 
such an extent that it cannot be used for training, evaluation, or 
experience activities.
    (5) The MQTG is missing or otherwise not available and a 
replacement is not made within 30 days.
    (b) If FSD qualification is lost under paragraph (a) of this 
section, qualification is restored when either of the following 
provisions are met:
    (1) The FSD successfully passes an evaluation:
    (i) For initial qualification, in accordance with Sec.  60.15 in 
those circumstances where the NSPM has determined that a full 
evaluation for initial qualification is necessary; or
    (ii) For those elements of an evaluation for initial qualification 
approved as necessary by the NSPM.
    (2) The NSPM or the TPAA advises the sponsor that an evaluation is 
not necessary.
    (c) In making the determinations described in paragraph (b) of this 
section, the NSPM considers factors including the number of inspections 
and recurrent evaluations missed, the amount of disassembly and re-
assembly of the FSD that was accomplished, and the care that had been 
taken of the device since the last evaluation.


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

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


Sec.  60.31  Recordkeeping and reporting.

    (a) The FSD sponsor must maintain the following records for each 
FSD it sponsors:
    (1) The MQTG and each amendment thereto.
    (2) A copy of the programming used during the evaluation of the FSD 
for initial qualification and for any subsequent upgrade qualification, 
and a copy of all programming changes made since the evaluation for 
initial qualification.
    (3) A copy of all of the following:
    (i) Results of the evaluations for the initial and each upgrade 
qualification.
    (ii) Results of the quarterly objective tests and the approved 
performance demonstrations conducted in accordance with Sec.  60.19(a) 
for a period of 2 years.
    (iii) Results of the previous three recurrent evaluations, or the 
recurrent evaluations from the previous 2 years, whichever covers a 
longer period.
    (iv) Comments obtained in accordance with Sec.  60.9(b)(1) for a 
period of at least 18 months.
    (4) A record of all discrepancies entered in the discrepancy log 
over the previous 2 years, including the following:
    (i) A list of the components or equipment that were or are missing, 
malfunctioning, or inoperative.
    (ii) The action taken to correct the discrepancy.
    (iii) The date the corrective action was taken.
    (5) A record of all modifications to FSD hardware configurations 
made since initial qualification.
    (b) The FSD sponsor must keep a current record of each certificate 
holder

[[Page 60309]]

using the FSD. The sponsor must provide a copy of this list to the NSPM 
at least semiannually.
    (c) The records specified in this section must be maintained in 
plain language form or in coded form, if the coded form provides for 
the preservation and retrieval of information in a manner acceptable to 
the NSPM.
    (d) The sponsor must submit an annual report, in the form of a 
comprehensive statement signed by the management representative, 
certifying that the FSD continues to perform and handle as qualified by 
the NSPM.


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

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


Sec.  60.35  Specific simulator compliance requirements.

    (a) After [date 18 months from the effective date of this rule], no 
simulator will be eligible for initial or upgrade qualification under 
this part unless it simulates the operation of all equipment and 
appliances installed and operating on the aircraft being simulated, if 
such equipment or appliances have controls or indications that are 
located in the aircraft cockpit.
    (b) After [date 2 years from the effective date of this rule], any 
flight simulator used for meeting flightcrew member training, 
evaluation, or flight experience requirements of this chapter for 
certification or qualification that cannot perform satisfactorily in 
the following areas will no longer be qualified as a simulator.
    (1) Ground operations;
    (2) The takeoff, climb, cruise, descent, and approach portions of 
the simulated aircraft's operating envelope, including abnormal and 
emergency operations; and
    (3) The landing maneuver, including normal, abnormal, and emergency 
landings.


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

    (a) The evaluation and qualification of an airplane simulator by a 
contracting State to the Convention on International Civil Aviation for 
the sponsor of an aircraft simulator located in that contracting State 
may be used as the basis for issuing a U.S. statement of qualification 
(see appropriate QPS, attachment 5, figure 4) by the NSPM to the 
sponsor of that simulator in accordance with--
    (1) A BASA between the United States and the Contracting State that 
issued the original qualification; and
    (2) A Simulator Implementation Procedure (SIP) established under 
the BASA.
    (b) The SIP will contain any conditions and limitations on 
validation and issuance of such qualification by the U.S.

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

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

Begin Information

    This appendix establishes the standards for Airplane Flight 
Simulator evaluation and qualification. The Flight Standards 
Service, National Simulator Program (NSP) staff, under the direction 
of the NSP Manager (NSPM), is responsible for the development, 
application, and interpretation 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 (e.g., 
FAA pilots and/or FAA aeronautical engineers, assigned to and 
trained under the direction of the NSP--referred to as NSP pilots or 
NSP engineers, other FAA personnel, etc.) when conducting airplane 
flight simulator evaluations.

Table of Contents

1. Introduction.
2. Definitions.
3. Related Reading References.
4. Background.
5. Quality Assurance Program.
6. Sponsor Qualification Requirements.
7. Additional Responsibilities of the Sponsor.
8. Simulator Use.
9. Simulator Objective Data Requirements.
10. Special Equipment and Personnel Requirements for Qualification 
of the Simulator.
11. Initial (and Upgrade) Qualification Requirements.
12. Additional Qualifications for a Currently Qualified Simulator.
13. Previously Qualified Simulators.
14. Inspection, Maintenance, and Recurrent Evaluation Requirements.
15. Logging Simulator Discrepancies.
16. Interim Qualification of Simulators for New Airplane Types or 
Models.
17. Modifications to Simulators.
18. Operations with Missing, Malfunctioning, or Inoperative 
Components.
19. Automatic Loss of Qualification and Procedures for Restoration 
of Qualification.
20. Other Losses of Qualification and Procedures for Restoration of 
Qualification.
21. Recordkeeping and Reporting.
22. Applications, Logbooks, Reports, and Records: Fraud, 
Falsification, or Incorrect Statements.
23. Specific Simulator Compliance Requirements.
24. [Reserved]
25. Simulator Qualification on the Basis of a Bilateral Aviation 
Safety Agreement (BASA).
Attachment 1 to Appendix A to Part 60--General Simulator 
Requirements.
Attachment 2 to Appendix A to Part 60--Simulator Objective Tests.
Attachment 3 to Appendix A to Part 60--Simulator Subjective Tests.
Attachment 4 to Appendix A to Part 60--Definitions and 
Abbreviations.
Attachment 5 to Appendix A to Part 60--Sample Documents.
Attachment 6 to Appendix A to Part 60--Simulator Qualification 
Requirements for Windshear Training Program Use.
Attachment 7 to Appendix A to Part 60--Record of FSD Directives.

1. Introduction

    a. This appendix contains background information as well as 
information that is either directive or guiding in nature. 
Information considered directive is described in this appendix in 
terms such as ``will,'' ``shall,'' and ``must,'' and means that the 
actions are mandatory. Guidance information is described in terms 
such as ``should,'' or ``may,'' and indicate actions that are 
desirable, permissive, or not mandatory and provide for flexibility.

[[Page 60310]]

    b. To assist the reader in determining what areas are directive 
or required and what areas are guiding or permissive--
    (1) The text in this appendix is contained within sections, 
separated by horizontal lines; headings associated with these 
horizontal lines will indicated that a particular section begins or 
ends. All of the text falls into one of three sections: a direct 
quote or a paraphrasing of the Part 60 rule language; additional 
requirements that are also regulatory but are found only in this 
appendix; and advisory or informative material.
    (2) The text presented between horizontal lines beginning with 
the heading ``Begin Rule Language'' and ending with the heading 
``End Rule Language,'' is a direct quote or is paraphrased from Part 
60 of the regulations. For example: the rule uses the terms ``flight 
simulation device (FSD)'' and ``aircraft;'' however, in this 
appendix the rule is paraphrased and the term ``simulator'' is used 
instead of FSD, and ``airplane'' is used instead of aircraft. 
Additionally, the rule uses the terms ``this part'' and 
``appropriate QPS;'' however, in this appendix the rule is 
paraphrased and the terms ``Part 60'' and ``this appendix,'' 
respectively, are used instead. (Definitions are not paraphrased or 
modified in any way.) For ease of referral, the Part 60 reference is 
noted at the beginning and end of the bordered area.
    (3) The text presented between horizontal lines beginning with 
the heading ``Begin QPS Requirements'' and ending with the heading 
``End QPS Requirements,'' is also regulatory but is found only in 
this appendix.
    (4) The text presented between horizontal lines beginning with 
the heading ``Begin Information'' and ending with the heading ``End 
Information,'' is advisory or informative.
    (5) The tables in this appendix have rows across the top of each 
table--
    (a) The data presented in columns under the heading ``QPS 
REQUIREMENTS'' is regulatory but is found only in this appendix.
    (b) The data presented in columns under the heading 
``INFORMATION'' is advisory or informative.

    Important Note: While this appendix contains quotes and 
paraphrasing directly from the rule, the reader is cautioned not to 
rely solely on this appendix for regulatory requirements regarding 
flight simulators. For regulatory references for airplane flight 
simulators, the reader is referred to paragraphs 3. a through i of 
this appendix.

    c. 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, PO Box 20636, Atlanta, Georgia, 30320. Telephone 
contact numbers for the NSP are: phone, 404-305-6100; fax, 404-305-
6118. The NSP Internet Web Site address is: http://www.faa.gov/nsp. 
On this Web Site you will find an NSP personnel list with contact 
information, a list of qualified flight simulation devices, advisory 
circulars, a description of the qualification process, NSP policy, 
and an NSP ``In-Works'' section. Also linked from this site are 
additional information sources, handbook bulletins, frequently asked 
questions, a listing and text of the Federal Aviation Regulations, 
Flight Standards Inspector's handbooks, and other FAA links.
    d. The NSPM encourages the use of electronic media for 
communication and the gathering, storage, presentation, or 
transmission of any record, report, request, test, or statement 
required by this appendix provided the media used has adequate 
provision for security and is acceptable to the NSPM. The NSPM 
recommends inquiries on system compatibility prior to any such 
activity. Minimum System requirements may be found on the NSP 
Website.

End Information

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

2. Definitions

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

Begin Information

    See Attachment 4 for a list of definitions and abbreviations. 
Attachment 4 contains definitions directly quoted from Part 1 or 
Part 60, presented between horizontal lines beginning with the 
heading ``Begin Rule Language'' and ending with the heading ``End 
Rule Language,'' and are a direct quote or are paraphrased from Part 
1 or Part 60. These definitions are regulatory. Additional 
definitions and abbreviations used in reading and understanding this 
appendix are presented between horizontal lines beginning with the 
heading ``Begin QPS Requirements'' and ending with the heading ``End 
QPS Requirements.'' These definitions are also regulatory but are 
found only in this appendix. For purposes of accuracy, the 
definitions listed are directly quoted, and are not paraphrased.

End Information

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

3. Related Reading References

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

Begin Information

    a. 14 CFR part 60.
    b. 14 CFR part 61.
    c. 14 CFR part 63.
    d. 14 CFR part 119.
    e. 14 CFR part 121.
    f. 14 CFR part 125.
    g. 14 CFR part 135.
    h. 14 CFR part 141.
    i. 14 CFR part 142.
    j. Advisory Circular (AC) 120-28C, Criteria for Approval of 
Category III Landing Weather Minima.
    k. AC 120-29, Criteria for Approving Category I and Category II 
Landing Minima for part 121 operators.
    l. AC 120-35B, Line Operational Simulations: Line-Oriented 
Flight Training, Special Purpose Operational Training, Line 
Operational Evaluation.
    m. AC 120-41, Criteria for Operational Approval of Airborne Wind 
Shear Alerting and Flight Guidance Systems.
    n. AC 120-57A, Surface Movement Guidance and Control System 
(SMGS).
    o. AC 150/5300-13, Airport Design.
    p. AC 150/5340-1G, Standards for Airport Markings.
    q. AC 150/5340-4C, Installation Details for Runway Centerline 
Touchdown Zone Lighting Systems.
    r. AC 150/5340-19, Taxiway Centerline Lighting System.
    s. AC 150/5340-24, Runway and Taxiway Edge Lighting System.
    t. AC 150/5345-28D, Precision Approach Path Indicator (PAPI) 
Systems.
    u. International Air Transport Association document, ``Flight 
Simulator Design and Performance Data Requirements,'' Fifth Edition 
(1996).
    v. AC 25-7, Flight Test Guide for Certification of Transport 
Category Airplanes.
    w. AC 23-8A, Flight Test Guide for Certification of Part 23 
Airplanes.
    x. International Civil Aviation Organization (ICAO) Manual of 
Criteria for the Qualification of Flight Simulators, First Edition, 
1994 Doc 9625-AN/938.
    y. Airplane Flight Simulator Evaluation Handbook, Volume I 
(February, 1995) and Volume II (July, 1996), The Royal Aeronautical 
Society, London, UK.
    z. FAA Publication FAA-S-8081 series (Practical Test Standards 
for Airline Transport Pilot Certificate, Type Ratings, Commercial 
Pilot, and Instrument Ratings).

End Information

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

4. Background

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

Begin Information

    a. In the late 1980's several regulatory authorities around the 
world, including the FAA, published new or revised documents stating 
the requirements for the qualification of flight simulators as 
applicable under their respective country's rules, regulations, and/
or policies. As a result, those who used airplane flight simulators 
to train and/or check flightcrew members flying under more than one 
country's regulatory authority found themselves having to provide 
unique documentation for each authority. With the encouragement of 
persons from several wide-ranging governmental and non-governmental 
interests, the Flight Simulation Group of the United Kingdom's Royal 
Aeronautical Society (RAeS) agreed to organize and conduct two 
international seminars to focus attention on this situation. The 
result was the formulation of an RAeS working group consisting of 
recognized simulation experts and regulatory authority's 
representatives from around the world. Utilizing the FAA's Advisory 
Circular (AC) 120-40B document as its practical foundation, this 
working group devoted over 10,000 man-hours toward the development 
of a set of simulator evaluation criteria that was acceptable to all 
parties involved.
    b. This set of evaluation criteria was presented for review and 
comment in an international conference hosted by RAeS in London on 
January 16 and 17, 1992. Following detailed explanation and 
considerable discussion, the conference delegates unanimously agreed 
to forward these criteria to the International Civil Aviation 
Organization (ICAO), recommending that ICAO adopt these criteria as 
appropriate for international flight

[[Page 60311]]

simulator evaluation criteria. After reviewing this material, ICAO 
agreed to translate the information into the appropriate language 
necessary for ICAO purposes; and the resulting ICAO document, 
``Manual of Criteria for the Qualification of Flight Simulators,'' 
1st Ed., 1994, is available through the Office of the Secretary 
General.
    c. As a primary participant in the development of the 
information forwarded to the ICAO by the RAeS, the FAA had planned 
to modify the criteria and standards used for simulator evaluation 
conducted under U.S. authority to match this set of internationally 
developed information. The requirements in this appendix match the 
ICAO requirements for the evaluation and qualification of the 
highest two levels of airplane simulators addressed herein: i.e., 
the requirements for Level C and Level D simulators set out in this 
appendix match the requirements for ICAO simulators at Level I and 
Level II, respectively.
    d. For information purposes, the following is a chronological 
listing of the documents preceding this appendix that have addressed 
the qualification criteria for airplane simulator evaluation and 
qualification by the FAA, including the effective dates of those 
documents:

14 CFR part 121, appendix B.....  01/09/65 to 02/02/70
AC 121-14.......................  12/19/69 to 02/09/76
AC 121-14A......................  02/09/76 to 10/16/78
AC 121-14B......................  10/16/78 to 08/29/80
14 CFR part 121, appendix H.....  06/30/80 to (date TBD)
AC 121-14C......................  08/29/80 to 01/31/83
AC 120-40.......................  01/31/83 to 07/31/86
AC 120-40A......................  07/31/86 to 07/29/91
AC 120-40B......................  07/29/91 to (date TBD)
 

End Information

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

5. Quality Assurance Program

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

Begin Rule Language (Sec.  60.5)

    a. After [date 6 months after the effective date of the final 
rule], no sponsor may use or allow the use of or offer the use of a 
simulator for flightcrew member training or evaluation or for 
obtaining flight experience to meet any requirement of 14 CFR 
chapter I unless the sponsor has established and follows a quality 
assurance (QA) program, acceptable to the NSPM, for the continuing 
surveillance and analysis of the sponsor's performance and 
effectiveness in providing a satisfactory simulator for use on a 
regular basis as described in this QPS appendix.
    b. The QA program must provide a process for identifying 
deficiencies in the program and for documenting how the program will 
be changed to address these deficiencies.
    c. Whenever the NSPM finds that the QA program does not 
adequately address the procedures necessary to meet the requirements 
of 14 CFR part 60, the sponsor must, after notification by the NSPM, 
change the program so the procedures meet the requirements of part 
60.
    d. Each sponsor of a simulator must identify to the NSPM and to 
the TPAA, by name, one individual, who is an employee of the 
sponsor, to be the management representative (MR) and the primary 
contact point for all matters between the sponsor and the FAA 
regarding the qualification of that simulator as provided for in 
part 60.

End Rule Language (Sec.  60.5)

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

Begin QPS Requirements

    e. The Director of Operations for a Part 119 certificate holder, 
the Chief Instructor for a Part 141 certificate holder, or the 
equivalent for a Part 142 or Flight Engineer School sponsor, must 
designate a management representative who has the responsibility and 
authority to establish and modify the sponsor's policies, practices, 
and procedures regarding the QA program for the recurring 
qualification of, and the day-to-day use of, each simulator.
    f. An acceptable Quality Assurance (QA) Program must contain a 
complete, accurate, and clearly defined written description of and/
or procedures for--
    (1) The method used by management to communicate the importance 
of meeting the regulatory standards contained in Part 60 and this 
QPS appendix and the importance of establishing and meeting the 
requirements of a QA Program as defined in this paragraph f.
    (2) The method(s) used by management to determine that the 
regulatory standards and the QA program requirements are being met, 
and if or when not met, what actions are taken to correct the 
deficiency and prevent its recurrence.
    (3) The method used by management to determine that the sponsor 
is, on a timely and regular basis, presenting a qualified simulator.
    (4) The criteria for and a definition or description of the 
workmanship expected for normal upkeep, repair, parts replacement, 
modification, etc., on the simulator and how, when, and by whom such 
workmanship is determined to be satisfactorily accomplished.
    (5) The method used to maintain and control appropriate 
technical and reference documents, appropriate training records, and 
other documents for--
    (a) continuing simulator qualification; and
    (b) the QA program.
    (6) The criteria the sponsor uses (e.g., training, experience, 
etc.) to determine who may be assigned to duties of inspection, 
testing, and maintenance (preventive and corrective) on simulators.
    (7) The method used to track inspection, testing, and 
maintenance (preventive and corrective) on each simulator.
    (8) The method used by the sponsor to inform the TPAA in advance 
of each scheduled NSPM-conducted evaluation and after the 
completion, the results of each such evaluation.
    (9) The method used to ensure that instructors, check airmen, 
and those who conduct the daily preflight, are capable of 
determining what circumstance(s) constitute(s) a discrepancy 
regarding the simulator and its operation.
    (10) The method used to ensure that instructors, check airmen, 
and those who conduct the daily preflight, record in the simulator 
discrepancy log each simulator discrepancy and each missing, 
malfunctioning, or inoperative simulator component.
    (11) The method used to ensure that instructors and check airmen 
are completely and accurately logging the number of disruptions and 
time not available for training, testing, checking, or for obtaining 
flight experience during a scheduled simulator use-period, including 
the cause(s) of the disruption.
    (12) The method used by the sponsor to notify users of the 
simulator of missing, malfunctioning, or inoperative components that 
restrict the use of the simulator.
    (13) The method of recording NSPM-conducted evaluations and 
other inspections (e.g., daily preflight inspections, NASIP 
inspections, sponsor conducted quarterly inspections, etc.), 
including the evaluation or inspection date, test results, 
discrepancies and recommendations, and all corrective actions taken.
    (14) The method for ensuring that the simulator is configured 
the way the airplane it represents is configured and that if the 
configuration is authorized to be changed that the newly configured 
system(s) function(s) correctly.
    (15) The method(s) for:
    (a) Determining whether or not proposed modifications of the 
airplane will affect the performance, handling, or other functions 
or characteristics of the airplane; and
    (b) Determining whether or not proposed modifications of the 
simulator will affect the performance, handling, or other functions 
or characteristics of the simulator; and
    (c) Coordinating and communicating items 5. f. (15)(a) and (b) 
of this appendix, as appropriate, with the sponsor's training 
organization, other users (e.g., lease or service contract users), 
the TPAA, and the NSPM.
    (16) How information found in the discrepancy log is used to 
correct discrepancies and how this information is used to review 
and, if necessary, modify existing procedures for simulator 
maintenance.

[[Page 60312]]

    (17) The method for how and when software or hardware 
modifications are accomplished and tracked, documenting all changes 
made from the initial submission.
    (18) The method used for determining that the simulator meets 
appropriate standards each day that it is used.
    (19) The method for acquiring independent feedback regarding 
simulator operation (from persons recently completing training, 
evaluation, or obtaining flight experience; instructors and check 
airmen using the simulator for training, evaluation or flight 
experience sessions; and simulator technicians and maintenance 
personnel) including a description of the process for addressing 
these comments.
    (20) How devices used to test, measure, and monitor correct 
simulator operation are calibrated and adjusted for accuracy, 
including traceability of that accuracy to a recognized standard, 
and how these devices are maintained in good operating condition.
    (21) How, by whom, and how frequently internal audits of the QA 
program are conducted and where and how the results of such audits 
are maintained and reported to Responsible Management, the NSPM, and 
the TPAA.

End QPS Requirements

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Begin Information

    g. Additional Information.
    (1) In addition to specifically designated QA evaluations, the 
NSPM will evaluate the sponsor's QA program as part of regularly 
scheduled recurrent simulator evaluations and no-notice simulator 
evaluations, focusing in part on the effectiveness and viability of 
the QA program and its contribution to the overall capability of the 
simulator to meeting the requirements of 14 CFR part 60.
    (2) The sponsor, through the MR, may delegate duties associated 
with maintaining the qualification of the simulator (e.g., 
corrective and preventive maintenance, scheduling for and the 
conducting of tests and/or inspections, functional preflight checks, 
etc.) but retains the responsibility and authority for the day-to-
day qualification and quality of the simulator. One person may serve 
in this capacity for more than one simulator, but one simulator 
would not have more than one person serving in this capacity.
    (3) Should a sponsor include a ``foreign simulator'' (i.e., one 
maintained by a non-US certificate holder) under their sponsorship, 
the sponsor remains responsible for the QA program for that 
simulator. However, if that foreign simulator is maintained under a 
QA program accepted by that foreign regulatory authority and that 
authority and the NSPM have agreed to accept each other's QA 
programs (e.g., the Joint Aviation Authorities, JAA, of Europe), the 
sponsor will be required only to perform an ``external audit'' of 
the non-US certificate holder's compliance with the accepted foreign 
QA program, with the results of that audit submitted to and accepted 
by the NSPM.

End Information

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6. Sponsor Qualification Requirements

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

Begin Rule Language (Sec.  60.7)

    a. A person is eligible to apply to be a sponsor of a simulator 
if the following conditions are met:
    (1) The person holds, or is an applicant for, a certificate 
under part 119, 141, or 142 of 14 CFR chapter I; or holds, or is an 
applicant for, an approved flight engineer course in accordance with 
part 63 of 14 CFR chapter I.
    (2) The simulator will be used, or will be offered for use, in 
the sponsor's FAA-approved flight training program for the airplane 
being simulated as evidenced in a request for evaluation submitted 
to the NSPM through the TPAA.
    b. A person is a sponsor of the simulator if the following 
conditions are met:
    (1) The person is a certificate holder under part 119, 141, or 
142 of 14 CFR chapter I or has an approved flight engineer course in 
accordance with part 63 of 14 CFR chapter I.
    (2) The person has operations specifications authorizing the use 
of the airplane type being simulated by the simulator or has 
training specifications or a course of training authorizing the use 
of a simulator for that airplane type.
    (3) The person has an approved quality assurance program in 
accordance with Sec.  60.5.
    (4) The NSPM has approved the person as the sponsor of the 
simulator and that approval has not been withdrawn by the FAA.
    c. A person continues to be a sponsor of a simulator, if the 
following conditions are met:
    (1) Beginning 12 calendar months after the initial qualification 
and every 12 calendar months thereafter, the simulator must have 
been used within the sponsor's FAA-approved flight training program 
for the airplane type for a minimum of 600 hours.
    (2) The use of the simulator described in paragraph (c)(1) of 
this section must be dedicated to meeting the requirements of parts 
61, 63, 91, 121, or 135 of 14 CFR chapter I.
    (3) If the use requirements of paragraphs (c)(1) and (2) of this 
section are not met, the person will continue to sponsor the 
simulator on a provisional basis for a period not longer than 12 
calendar months; and--
    (a) If the simulator is used as described in paragraphs (c)(1) 
and (2) of this section within this additional 12 calendar month 
period, the provisional status will be removed and regular 
sponsorship resumed; or
    (b) If the simulator is not used as described in paragraphs 
(c)(1) and (2) of this section within the additional 12 calendar 
month period, the simulator is not qualified and the sponsor will 
not be eligible to apply to sponsor that simulator for at least 12 
calendar months.

End Rule Language (Sec.  60.7)

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7. Additional Responsibilities of the Sponsor

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

Begin Rule Language (Sec.  60.9)

    a. The sponsor must not allow the simulator to be used for 
flightcrew member training or evaluation or for attaining flight 
experience for the flightcrew member to meet any of the requirements 
under 14 CFR chapter I unless the sponsor, upon request, allows the 
NSPM to inspect immediately the simulator, including all records and 
documents relating to the simulator, to determine its compliance 
with 14 CFR part 60.
    b. The sponsor must, for each simulator--
    (1) Establish a mechanism for the following persons to provide 
comments regarding the simulator and its operation and provide for 
receipt of those comments:
    (a) Flightcrew members recently completing training or 
evaluation or recently obtaining flight experience in the simulator;
    (b) Instructors and check airmen using the simulator for 
training, evaluation, or flight experience sessions; and
    (c) Simulator technicians and maintenance personnel performing 
work on the simulator.
    (2) Examine each comment received under paragraph (b)(1) of this 
section for content and importance and take appropriate action.
    (3) Maintain a liaison with the manufacturer of the airplane 
being simulated by the simulator to facilitate compliance with Sec.  
60.13(f) when necessary.
    (4) Post in or adjacent to the simulator the Statement of 
Qualification issued by the NSPM.

End Rule Language (Sec.  60.9)

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8. Simulator Use

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

Begin Rule Language (Sec.  60.11)

    No person may use or allow the use of or offer the use of a 
simulator for meeting training, evaluation, or flight experience 
requirements of 14 CFR chapter I for flightcrew member certification 
or qualification unless, in accordance with the QPS for the specific 
device ``-a. It has a single sponsor who is qualified under Sec.  
60.9. The sponsor may arrange with another person for services of 
document preparation and presentation, as well as simulator 
inspection, maintenance, repair, and servicing; however, the sponsor 
remains responsible for ensuring that these functions are conducted 
in a manner and with a result of continually meeting the 
requirements of 14 CFR part 60. b. It is qualified as described in 
the Statement of Qualification that is required to be posted 
pursuant to Sec.  60.9(b)(4) --
    (1) For the make, model, and series of airplane; and
    (2) For all tasks and configurations. c. It remains qualified, 
through satisfactory inspection, recurrent evaluations, appropriate 
maintenance, and use requirements in accordance with 14 CFR part 60 
and the appropriate QPS. d. Its software and active programming used 
during the training, evaluation, or flight experience is the same as 
the software and active programming that was evaluated by the NSPM.

[[Page 60313]]

End Rule Language (Sec.  60.11)

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Begin QPS Requirements

    e. Only those simulators that are used by a certificate holder 
(as defined for use in Part 60 and this QPS appendix) will be 
evaluated by the NSPM. However, other simulator evaluations may be 
conducted on a case-by-case basis as the Administrator deems 
appropriate, but only in accordance with applicable agreements.

End QPS Requirements

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

Begin Information

    f. Each simulator must be evaluated as completely as possible. 
To ensure a thorough and uniform evaluation, each simulator is 
subjected to the performance demonstrations in attachment 1, the 
objective tests listed in attachment 2, and the subjective tests 
listed in attachment 3 of this appendix. The evaluation(s) described 
in this paragraph f will include, but not necessarily be limited to 
the following, as appropriate, for the qualification level of the 
simulator:
    (1) Aerodynamic 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 suitable to the NSPM 
in the areas of ground operations, takeoff, climb, cruise, descent, 
approach, and landing as well as abnormal and emergency operations 
(see paragraph 23 and attachment 2 of this appendix);
    (3) Control checks (see attachment 1 and attachment 2 of this 
appendix);
    (4) Cockpit configuration (see attachment 1 of this appendix);
    (5) Pilot, flight engineer, and instructor station functions 
checks (see attachment 1 and attachment 3 of this appendix);
    (6) Airplane systems and sub-systems (as appropriate) as 
compared to the airplane simulated (see attachment 1 and attachment 
3 of this appendix);
    (7) Simulator systems and sub-systems, including force cueing 
(motion), visual, and aural (sound) systems, as appropriate (see 
attachment 1 and attachment 2); and
    (8) Certain additional requirements, depending upon the 
complexity of the simulator 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.
    g. The NSPM administers the objective and subjective tests, 
which includes an examination of functions. The tests include a 
qualitative assessment of the simulator 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 are used to compare simulator and airplane 
data objectively to ensure that the simulator performance and 
handling qualities are within specified tolerances.
    (2) Subjective tests provide a basis for:
    (a) Evaluating the capability of the simulator to perform over a 
typical utilization period;
    (b) Determining that the simulator satisfactorily meets the 
appropriate training/testing/checking objectives and competently 
simulates each required maneuver, procedure, or task; and
    (c) Verifying correct operation of the simulator controls, 
instruments, and systems.
    h. The tolerances for the test parameters listed in attachment 2 
of this appendix are the maximum acceptable to the NSPM for 
simulator validation and are not to be confused with design 
tolerances specified for simulator 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.
    i. In addition to the scheduled recurrent evaluation (see 
paragraph 14), each simulator is subject to evaluations conducted by 
the NSPM at any time with no prior notification to the sponsor. Such 
evaluations would be accomplished in a normal manner (i.e., 
requiring exclusive use of the simulator for the conduct of 
objective and subjective tests and an examination of functions) if 
the simulator is not being used for flightcrew member training, 
testing, or checking. However, if the simulator were being used, the 
evaluation would be conducted in a non-exclusive manner. This non-
exclusive evaluation will be conducted by the simulator evaluator 
accompanying the check airman, instructor, Aircrew Program Designee 
(APD), or FAA inspector aboard the simulator along with the 
student(s) and observing the operation of the simulator during the 
training, testing, or checking activities. While the intent is to 
observe the operation and interaction of the device and not the 
check airman, instructor, APD, FAA inspector, or student(s), the 
simulator evaluator is a qualified FAA operations inspector and 
must, without question, report any obvious lack of proficiency to 
the appropriate POI or TCPM.

End Information

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9. Simulator Objective Data Requirements

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

Begin Rule Language (Sec.  60.13)

    a. Except as provided in paragraphs (b) and (c) of this section, 
for the purposes of validating simulator performance and handling 
qualities during evaluation for qualification, the sponsor must 
submit the airplane manufacturer's flight test data to the NSPM.
    b. The sponsor may submit flight test data from a source in 
addition to or independent of the airplane manufacturer's data to 
the NSPM in support of a simulator qualification, but only if this 
data is gathered and developed by that source in accordance with 
flight test methods, including a flight test plan, as described in 
the appropriate QPS.
    c. The sponsor may submit alternative data acceptable to the 
NSPM for consideration, approval and possible use in particular 
applications for simulator qualification.
    d. Data or other material or elements must be submitted in a 
form and manner acceptable to the NSPM.
    e. The NSPM may require additional flight testing to support 
certain simulator qualification requirements.
    f. When a simulator sponsor learns, or is advised by an airplane 
manufacturer or supplemental type certificate (STC) holder, that an 
addition to, an amendment to, or a revision of the data used to 
program and operate a simulator used in the sponsor's training 
program is available, the sponsor must immediately notify the NSPM.

End Rule Language (Sec.  60.13)

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

Begin QPS Requirements

    g. Flight test data used to validate simulator performance and 
handling qualities must have been gathered in accordance with a 
flight test program containing the following:
    (1) A flight test plan, that contains:
    (a) The required maneuvers and procedures.
    (b) For each maneuver or procedure--
    (i) The procedures and control input the flight test pilot and/
or engineer are to use.
    (ii) The atmospheric and environmental conditions.
    (iii) The initial flight conditions.
    (iv) The airplane configuration, including weight and center of 
gravity.
    (v) The data that is to be gathered.
    (vi) Any other appropriate factors.
    (2) Appropriately qualified flight test personnel.
    (31) An understanding of the accuracy of the data to be 
gathered.
    (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.
    (5) Calibration of data acquisition equipment and airplane 
performance instrumentation must be current and traceable to a 
recognized standard.
    h. The data presented, regardless of source, must be presented:
    (1) In a format that supports the flight simulator 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 of this appendix;
    (4) With any necessary guidance information provided; and
    (5) Without alteration, adjustments, or bias; however the data 
may be re-scaled, digitized, or otherwise manipulated to fit the 
desired presentation.
    i. After completion of any additional flight test, a flight test 
report must be submitted in support of the objective data. The 
report must contain sufficient data and rationale to

[[Page 60314]]

support qualification of the simulator at the level requested.

End QPS Requirements

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

Begin Information

    j. Any necessary data and the flight test plan should be 
reviewed with the NSP staff well in advance of commencing the flight 
test.

End Information

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

10. Special Equipment and Personnel Requirements for Qualification of 
the Simulator

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

Begin Rule Language (Sec.  60.14)

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

End Rule Language (Sec.  60.14)

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

Begin Information

    b. Examples of a special evaluation would be an evaluation 
conducted at the request of the TPAA or as a result of comments 
received from users of the simulator that, upon analysis and 
confirmation, might cause a question as to the continued 
qualification or use of the simulator.
    c. The NSPM will notify the sponsor at least 24 hours in advance 
of the evaluation if special equipment or personnel will be required 
to conduct the evaluation. Examples of special equipment include 
spot photometers, flight control measurement devices, sound 
analyzer, etc. Examples of special personnel would be those 
specifically qualified to install or use any special equipment when 
its use is required.

End Information

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11. Initial (and Upgrade) Qualification Requirements

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

Begin Rule Language (Sec.  60.15)

    a. For each simulator, the sponsor must submit a request through 
the TPAA to have the NSPM evaluate the simulator for initial 
qualification at a specific level. The request must be submitted in 
the form and manner described in the appropriate QPS.
    b. The request must include all of the following:
    (1) A statement that the simulator meets all of the applicable 
provisions of 14CFR, part 60.
    (2) A statement that the sponsor has established a procedure to 
verify that the configuration of hardware and software present 
during the evaluation for initial qualification will be maintained, 
except where modified as authorized in Sec.  60.23. The statement 
must include a description of the procedure.
    (3) A statement signed by at least one pilot who meets the 
requirements of paragraph c of this section asserting that each 
pilot so approved has determined that the following requirements 
have been met:
    (a) The simulator systems and sub-systems function equivalently 
to those in the airplane.
    (b) The performance and flying qualities of the simulator are 
equivalent to those of the airplane.
    (c) The cockpit configuration conforms to the configuration of 
the airplane make, model, and series being simulated.
    (4) A list of all of the operations tasks or simulator systems 
in the subjective test attachment of the appropriate QPS for which 
the simulator has not been subjectively tested (e.g., circling 
approaches, windshear training, etc.) and for which qualification is 
not sought.
    (5) A qualification test guide (QTG) that includes all of the 
following:
    (a) Objective data obtained from airplane testing or another 
approved source.
    (b) Correlating objective test results obtained from the 
performance of the simulator as prescribed in the appropriate QPS.
    (c) The general simulator performance or demonstration results 
prescribed in the appropriate QPS.
    (d) A description of the equipment necessary to perform the 
evaluation for initial qualification and the recurrent evaluations 
for continuing qualification.
    c. The pilot or pilots who make the statement required by 
paragraph (b)(3) of this section must--
    (1) Be designated by the sponsor;
    (2) Be approved by the TPAA; and
    (3) Be qualified in--
    (a) The airplane being simulated; or
    (b) For airplane types not yet issued a type certificate, an 
airplane type similar in size and configuration.
    d. The subjective tests that form the basis for the statements 
described in paragraph (b)(3) of this section and the objective 
tests referenced in paragraph (b)(5) of this section must be 
accomplished at the sponsor's training facility except as provided 
for in the appropriate QPS.
    e. The person seeking to qualify the simulator must provide the 
NSPM access to the simulator for the length of time necessary for 
the NSPM to complete the required evaluation of the simulator for 
initial qualification, which includes the conduct and evaluation of 
objective and subjective tests, including general simulator 
requirements, as described in the appropriate QPS, to determine that 
the simulator meets the standards in that QPS.
    f. When the simulator passes an evaluation for initial 
qualification, the NSPM issues a Statement of Qualification that 
includes all of the following:
    (1) Identification of the sponsor.
    (2) Identification of the make, model, and series of the 
airplane being simulated.
    (3) Identification of the configuration of the airplane being 
simulated (e.g., engine model or models, flight instruments, 
navigation or other systems, etc.).
    (4) A statement that the simulator is qualified.
    (5) Identification of the qualification level of the simulator.
    (6) A list of all of the operations tasks or simulator systems 
in the subjective test attachment of the appropriate QPS for which 
the simulator has not been subjectively tested and for which the 
simulator is not qualified (e.g., circling approaches, windshear 
training, etc.).
    g. After the NSPM completes the evaluation for initial 
qualification, the sponsor must update the QTG, with the results of 
the FAA-witnessed tests and demonstrations together with the results 
of all the objective tests and demonstrations described in the 
appropriate QPS.
    h. Upon issuance of the Statement of Qualification the updated 
QTG becomes the MQTG and must then be made available to the FAA upon 
request.

End Rule Language (Sec.  60.15)

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

Begin QPS Requirements

    i. The QTG described in paragraph 11.b.(4) of this appendix, 
must provide the documented proof of compliance with the simulator 
objective tests in attachment 2 of this appendix.
    j. The QTG is prepared and submitted by the sponsor, or the 
sponsor's agent on behalf of the sponsor, through the TPAA 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 
automatically and manually conducted tests;
    (3) A means of comparing the simulator's test results to the 
objective data;
    (4) Statements of how a particular test was accomplished or that 
certain requirements have been met (see attachments to this appendix 
for additional information);
    (5) Other information appropriate to the qualification level of 
the simulator.
    k. The QTG described in paragraph 11.b.(4) of this appendix, 
must include the following:
    (1) A QTG cover page with sponsor and FAA approval signature 
blocks (see Attachment 5, Figure 2, for a sample QTG cover page).
    (2) A recurrent evaluation schedule requirements page--to be 
used by the NSPM to establish and record the frequency with which 
recurrent evaluations must be conducted and any subsequent changes 
that may be determined by the NSPM. See Attachment 5, Figure 4, for 
a sample Recurrent Evaluation Schedule Requirements page.
    (3) A simulator information page that provides the information 
listed in this paragraph k.(3) (see Attachment 5, Figure 3, for a 
sample simulator information page). For convertible simulators, a 
separate page is submitted for each configuration of the simulator.
    (a) The sponsor's simulator identification number or code.
    (b) The airplane model and series being simulated.
    (c) The aerodynamic data revision number or reference.

[[Page 60315]]

    (d) The engine model(s) and its data revision number or 
reference.
    (e) The flight control data revision number or reference.
    (f) The flight management system identification and revision 
level.
    (g) The simulator model and manufacturer.
    (h) The date of simulator manufacture.
    (i) The simulator computer identification.
    (j) The visual system model and manufacturer, including display 
type.
    (k) The motion system type and manufacturer, including degrees 
of freedom.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) The source data.
    (7) A glossary of terms and symbols used (including sign 
conventions and units).
    (8) Statements of compliance and capability (SOC's) with certain 
requirements. SOC's must provide references to the sources of 
information for showing the capability of the simulator to comply 
with the requirement, a rationale explaining how the referenced 
material is used, mathematical equations and parameter values used, 
and the conclusions reached; i.e. that the simulator complies with 
the requirement. Refer to the ``Additional Details'' column in 
attachment 1, ``Simulator Standards,'' or in the ``Test Details'' 
column in attachment 2, ``Simulator Objective Tests,'' to see when 
SOC's are required.
    (9) Recording procedures or equipment required to accomplish the 
objective tests.
    (10) The following information for each objective test 
designated in attachment 2, as applicable to the qualification level 
sought:
    (a) Name of the test.
    (b) Objective of the test.
    (c) Initial conditions.
    (d) Manual test procedures.
    (e) Automatic test procedures (if applicable).
    (f) Method for evaluating simulator objective test results.
    (g) List of all parameters driven or constrained during the 
automatically conducted test(s).
    (h) List of all parameters driven or constrained during the 
manually conducted test(s).
    (i) Tolerances for relevant parameters.
    (j) Source of Airplane Test Data (document and page number).
    (k) Copy of the Airplane Test 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.
    l. Form and manner of presentation of objective test results in 
the QTG:
    (1) The sponsor's simulator test results must be recorded in a 
manner, acceptable to the NSPM, that will allow easy comparison of 
the simulator test results to airplane test data (e.g., use of a 
multi-channel recorder, line printer, cross plotting, overlays, 
transpariencies, etc.).
    (2) Simulator results must be labeled using terminology common 
to airplane parameters as opposed to computer software 
identifications.
    (3) Airplane 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 of this appendix.
    (5) For tests involving time histories, flight test data sheets 
(or transparencies thereof) and simulator test results must be 
clearly marked with appropriate reference points to ensure an 
accurate comparison between simulator and airplane with respect to 
time. Time histories recorded via a line printer are to be clearly 
identified for cross-plotting on the airplane data. Over-plots must 
not obscure the reference data.
    m. The sponsor may elect to complete the QTG objective tests at 
the manufacturer's facility. Tests performed at this location must 
be conducted after assembly of the simulator has been essentially 
completed, the systems and sub-systems are functional and operate in 
an interactive manner, and prior to the initiation of disassembly 
for shipment. The sponsor must substantiate simulator performance at 
the sponsor's training facility by repeating a representative 
sampling of all the objective tests in the QTG and submitting these 
repeated test results to the NSPM. This sample must consist of at 
least one-third of the QTG objective tests. The QTG must be clearly 
annotated to indicate when and where each test was accomplished.
    n. The sponsor may elect to complete the subjective tests at the 
manufacturer's facility. Tests performed at this location will be 
conducted after assembly of the simulator has been essentially 
completed, the systems and sub-systems are functional and operate in 
an interactive manner, and prior to the initiation of disassembly 
for shipment. The sponsor must substantiate simulator performance at 
the sponsor's training facility by having the pilot(s) who performed 
these tests originally (or similarly qualified pilot(s)), repeat a 
representative sampling of these subjective tests and submit a 
statement to the NSPM that the simulator has not changed from the 
original determination. The report must clearly indicate when and 
where these repeated tests were completed, but need not take more 
than one normal simulator period (e.g., 4 to 8 hours) to complete.
    o. The sponsor must maintain a copy of the MQTG at the simulator 
location. After [date 6 years from the effective date of the final 
rule] all MQTG's, regardless of initial qualification date of the 
simulator, must be available in an electronic format, acceptable to 
the NSPM. The electronic MQTG must include 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 simulator (reformatted 
or digitized) as prescribed in this appendix, the general simulator 
performance or demonstration results (reformatted or digitized) 
prescribed in this appendix, and a description of the equipment 
necessary to perform the evaluation for initial qualification and 
the recurrent evaluations for continuing qualification. This 
electronic MQTG must include the original airplane flight test data 
used to validate simulator performance and handling qualities in 
either the original digitized format from the data supplier or an 
electronic scan of the original flight test time-history plots that 
were provided by the data supplier. An electronic copy of MQTG must 
be provided to the NSPM.

End QPS Requirements

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Begin Information

    p. Problems with objective test results are handled according to 
the following:
    (1) If a problem with an objective test result is detected by 
the NSP evaluation team during an evaluation, the test may be 
repeated and/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 simulator at that lower level. For example, if 
a Level D evaluation is requested and the simulator fails to meet 
sound test tolerances, it could be qualified at Level C.
    q. After the NSPM issues a statement of qualification to the 
sponsor when a simulator is successfully evaluated, the simulator is 
recommended to the TPAA, who will exercise authority on behalf of 
the Administrator in approving the simulator in the appropriate 
airplane flight training program.
    r. 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; however, once a schedule is agreed to, any 
slippage of the evaluation date at the sponsor's request may result 
in a significant delay, perhaps 45 days or more, in rescheduling and 
completing the evaluation. A sponsor may commit to an initial 
evaluation date under this early process, in coordination with and 
the agreement of the NSPM, but the request must be in writing and 
must include an acknowledgment of the potential schedule impact if 
the sponsor slips the evaluation from this early-committed date. See 
Attachment 5, figure 5, Sample Request for Initial Evaluation Date.
    s. A convertible simulator is addressed as a separate simulator 
for each model and series airplane to which it will be converted and 
for the FAA qualification level sought. An NSP evaluation is 
required for each configuration. For example, if a sponsor seeks 
qualification for two models of an airplane type using a convertible 
simulator, two QTG's, or a supplemented QTG, and two evaluations are 
required.
    t. The numbering system used for objective test results in the 
QTG should closely follow the numbering system set out in attachment 
2, Simulator Objective Tests.

End Information

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[[Page 60316]]

12. Additional Qualifications for a Currently Qualified Simulator

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

Begin Rule Language (Sec.  60.16)

    a. A currently qualified simulator is required to undergo an 
additional qualification process if a user intends to use the 
simulator for meeting training, evaluation, or flight experience 
requirements of 14 CFR chapter I beyond the qualification issued to 
the sponsor. This process consists of the following--
    (1) The sponsor:
    (a) Must submit to the NSPM all modifications to the MQTG that 
are required to support the additional qualification.
    (b) Must describe to the NSPM all modifications to the simulator 
that are required to support the additional qualification.
    (c) Must submit a statement to the NSPM that a pilot, designated 
by the sponsor in accordance with Sec.  60.15(c) and approved by the 
TPAA for the user, has subjectively evaluated the simulator in those 
areas not previously evaluated.
    (2) The simulator must successfully pass an evaluation--
    (a) For initial qualification, in accordance with Sec.  60.15, 
in those circumstances where the NSPM has determined that a full 
evaluation for initial qualification is necessary; or
    (b) For those elements of an evaluation for initial 
qualification (e.g., objective tests, performance demonstrations, or 
subjective tests) designated as necessary by the NSPM.
    b. In making the determinations described in paragraph (a)(2) of 
this section, the NSPM considers factors including the existing 
qualification of the simulator, any modifications to the simulator 
hardware or software that are involved, and any additions or 
modifications to the MQTG.
    c. The simulator is qualified for the additional uses when the 
NSPM issues an amended Statement of Qualification in accordance with 
Sec.  60.15(f).
    d. The sponsor may not modify the simulator except as described 
in Sec.  60.23.

End Rule Language (Sec.  60.16)

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13. Previously Qualified Simulators

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

Begin Rule Language (Sec.  60.17)

    a. Unless otherwise specified by an FSD Directive, further 
referenced in the appropriate QPS, or as specified in paragraph (e) 
of this section, a simulator qualified before [the effective date of 
this rule] will retain its qualification as long as it continues to 
meet the standards, including the performance demonstrations and the 
objective test results recorded in the MQTG, under which it was 
originally evaluated, regardless of sponsor, and as long as the 
sponsor complies with the applicable provisions of 14 CFR part 60.
    b. If the simulator qualification is lost under Sec.  60.27 and 
not restored under Sec.  60.27 for two (2) years or more, the 
qualification basis for the re-qualification will be those standards 
in effect and current at the time of re-qualification application.
    c. Except as provided in paragraph (d) of this section, any 
change in simulator qualification level initiated on or after [the 
effective date of the final rule] requires an evaluation for initial 
qualification in accordance with 14 CFR part 60.
    d. The NSPM may downgrade a qualified simulator without 
requiring and without conducting an initial evaluation for the new 
qualification level. Subsequent recurrent evaluations will use the 
existing MQTG, modified as necessary to reflect the new 
qualification level.
    e. When the sponsor has appropriate validation data available 
and receives approval from the NSPM, the sponsor may adopt tests and 
associated tolerances described in the current qualification 
standards as the tests and tolerances applicable for the continuing 
qualification of a previously qualified simulator. The updated 
test(s) and tolerance(s) must be made a permanent part of the MQTG.

End Rule Language (Sec.  60.17)

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Begin Information

    f. Other certificate holders or persons desiring to use a flight 
simulator may contract with simulator sponsors to use those 
simulators already qualified at a particular level for an airplane 
type and approved for use within an FAA-approved flight training 
program. Such simulators are not required to undergo an additional 
qualification process, except as described in paragraph 12 of this 
appendix.

    Note: The reader is reminded of the requirement that each 
simulator user must obtain approval from the appropriate TPAA to use 
any simulator in an FAA-approved flight training program.

End Information

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14. Inspection, Maintenance, and Recurrent Evaluation Requirements

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

Begin Rule Language (Sec.  60.19)

    a. Inspection. No sponsor may use or allow the use of or offer 
the use of a simulator for meeting training, evaluation, or flight 
experience requirements of 14 CFR, Chapter I for flightcrew member 
certification or qualification unless the sponsor does the 
following:
    (1) Accomplishes all appropriate QPS Attachment 1 performance 
demonstrations and all appropriate QPS Attachment 2 objective tests 
each year. To do this, the sponsor must conduct a minimum of four 
evenly spaced inspections throughout the year, as approved by the 
NSPM. The performance demonstrations and objective test sequence and 
content of each inspection in this sequence will be developed by the 
sponsor and submitted to the NSPM for approval. In deciding whether 
to approve the test sequence and the content of each inspection, the 
NSPM looks for a balance and a mix from the performance 
demonstrations and objective test requirement areas listed as 
follows:
    (a) Performance.
    (b) Handling qualities.
    (c) Motion system.
    (d) Visual system.
    (e) Sound system (where appropriate).
    (f) Other simulator systems.
    (2) Completes a functional preflight check in accordance with 
the appropriate QPS each calendar day prior to the start of the 
first simulator period of use that begins in that calendar day.
    (3) Completes at least one functional preflight check in 
accordance with the appropriate QPS in every seven (7) consecutive 
calendar days.
    (4) Maintains a discrepancy log.
    (5) Ensures that, when a discrepancy is discovered, the 
following requirements are met:
    (a) Each discrepancy entry must be maintained in the log until 
the discrepancy is corrected as specified in Sec.  60.25(b) and for 
at least 30 days thereafter.
    (b) The corrective action taken for each discrepancy and the 
date that action is taken must be entered in the log. This entry 
concerning the corrective action must be maintained for at least 30 
days thereafter.
    (c) The discrepancy log is kept in a form and manner acceptable 
to the Administrator and is kept in or immediately adjacent to the 
simulator.
    b. Recurrent evaluation.
    (1) This evaluation consists of performance demonstrations, 
objective tests, and subjective tests, including general simulator 
requirements, as described in the appropriate QPS or as may be 
amended by an FSD Directive.
    (2) The sponsor must contact the NSPM to schedule the simulator 
for recurrent evaluations not later than 60 days before the 
recurrent evaluation is due.
    (3) The sponsor must provide the NSPM access to the objective 
test results and general simulator performance or demonstration 
results in the MQTG, and access to the simulator for the length of 
time necessary for the NSPM to complete the required recurrent 
evaluations, weekdays between 6 o'clock a.m. (local time) and 6 
o'clock p.m. (local time).
    (4) No sponsor may use, or allow the use of, or offer the use 
of, a simulator for flightcrew member training or evaluation or for 
obtaining flight experience for the flightcrew member to meet the 
requirements of 14 CFR chapter I unless the simulator has passed an 
NSPM-conducted recurrent evaluation within the previous 12 calendar 
months or as otherwise provided for in the MQTG.
    (5) Recurrent evaluations conducted in the calendar month before 
or after the calendar month in which these recurrent evaluations are 
required will be considered to have been conducted in the calendar 
month in which they were required.
    c. Maintenance. The sponsor is responsible for continuing 
corrective and preventive maintenance on the simulator to ensure 
that it continues to meet the requirements of Sec.  60.15(b).

[[Page 60317]]

End Rule Language (Sec.  60.19)

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Begin QPS Requirements

    d. The preflight inspections described in paragraphs 14.a.(2) 
and (3) of this appendix, must consist of, as a minimum--
    (1) An exterior inspection of the simulator for appropriate 
hydraulic, pneumatic, and electrical connections (e.g., in place, 
not leaking, appear serviceable);
    (2) A check that the area around the simulator is free of 
potential obstacles throughout the motion system range;
    (3) A review of the simulator discrepancy log;
    (4) A functional check of the major simulator systems and 
simulated airplane systems (e.g., visual, motion, sound, cockpit 
instrumentation, and control loading, including adequate air flow 
for equipment cooling) by doing the following:
    (a) Turn on main power, including motion system, and allow to 
stabilize.
    (b) Connect airplane power. This may be connected through 
``quick start'' of airplane engines, auxiliary power unit, or ground 
power. Airplane operations will require operating engines.
    (c) A general look for light bulb function, lighted instruments 
and switches, etc., as well as inoperative ``flags'' or other such 
indications.
    (d) Check Flight Management System(s) (and other date-critical 
information) for proper date range.
    (e) Select takeoff position and from either pilot position, 
observe the visual system, for proper operation; e.g., light-point 
color balance and convergence, edge-matching and blending, etc.
    (f) Adjust visibility value to inside of the far end of the 
runway and release ``position freeze or flight freeze.'' From either 
pilot position, advance power to taxi down the runway (observe 
visual system, check sound system and engine instrument response) 
and apply spoiler/speed brake, if appropriate, and wheel brakes (to 
check spoiler/speed brake and wheel brake operation as applicable 
and to exercise simulator motion system); select reverse thrust, if 
applicable, to check normal operation and continued deceleration.
    (g) Select position on final approach, at least five (5) miles 
out (observe visual scene). From either pilot position, adjust 
airplane configuration appropriately (check for normal gear and flap 
operation). Adjust visibility to see entire airport. Release 
``position freeze'' or ``flight freeze.'' Make a rapid left and 
right bank (check control feel and freedom; observe proper airplane 
response; and exercise motion system). Observe visual system and 
simulated airplane systems operation.
    (h) Extend gear and flaps,
    (i) Fly to and land at airport, or select takeoff position.
    (j) Shut down engines, turn off lights, turn off main power 
supply and motion system.
    (k) Record ``functional preflight'' in the simulator discrepancy 
log book, including any item found to be missing, malfunctioning, or 
inoperative.

End QPS Requirements

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

Begin Information

    e. If the NSP evaluator plans to accomplish specific tests 
during a normal recurrent evaluation that requires the use of 
special equipment or technicians, the sponsor will be notified as 
far in advance of the evaluation as practical; usually not less than 
24 hours. These tests include latencies, control dynamics, sounds 
and vibrations, motion, and/or some visual system tests.
    f. The recurrent evaluations described in paragraph 13.a.(7) of 
this appendix, require approximately eight (8) hours of simulator 
time and consist of the following:
    (1) Review of the results of the objective tests and all the 
designated simulator performance demonstrations conducted by the 
sponsor since the last scheduled recurrent evaluation.
    (2) At the discretion of the evaluator, a selection of 
approximately 20 percent of those objective tests conducted since 
the last scheduled recurrent evaluation and a selection of 
approximately 10 percent of the remaining objective tests in the 
MQTG. The tests chosen will be performed either automatically or 
manually, at the discretion of the evaluator.
    (3) Subjective test of the simulator to perform a representative 
sampling of the tasks set out in attachment 3 of this appendix, 
selected at the discretion of the evaluator.
    (4) An examination of the functions of the simulator, including, 
but not necessarily limited to the motion system, visual system, 
sound system, instructor operating station, and the normal and 
simulated malfunctions of the simulated airplane systems.

End Information

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

15. Logging Simulator Discrepancies

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

Begin Rule Language (Sec.  60.20)

    Each instructor, check airman, or representative of the 
Administrator conducting training or evaluation, or observing flight 
experience for flightcrew member certification or qualification, and 
each person conducting the preflight inspection (Sec.  60.19(a)(2), 
(3), and (4)), who discovers a discrepancy, including any missing, 
malfunctioning, or inoperative components in the simulator, must 
write or cause to be written a description of that discrepancy into 
the discrepancy log at the end of the simulator preflight or 
simulator use session.

End Rule Language (Sec.  60.20)

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16. Interim Qualification of Simulators for New Airplane Types or 
Models

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

Begin Rule Language (Sec.  60.21)

    a. A sponsor may apply for and the NSPM may issue an interim 
qualification level for a simulator for a new type or model of 
airplane, even though the flight test data used has not received 
final approval by the airplane manufacturer, if the sponsor provides 
the following to the satisfaction of the NSPM--
    (1) The airplane manufacturer's predicted data, validated by a 
limited set of flight test data;
    (2) The airplane manufacturer's description of the prediction 
methodology used to develop the predicted data; and
    (3) The QTG test results.
    b. A simulator that has been issued interim qualification will 
be deemed to have been issued initial qualification unless the NSPM 
rescinds the qualification. Interim qualification terminates one 
year after its issuance, unless the NSPM determines that specific 
conditions warrant otherwise.
    c. Within six months of the release of the final flight test 
data package by the airplane manufacturer but no later than one year 
after the issuance of the interim qualification status the sponsor 
must apply for initial qualification in accordance with Sec.  60.15 
based on the final flight test data package approved by the airplane 
manufacturer, unless the NSPM determines that specific conditions 
warrant otherwise.
    d. A simulator with interim qualification may be modified only 
in accordance with Sec.  60.23.

End Rule Language (Sec.  60.21)

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17. Modifications to Simulators

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

Begin Rule Language (Sec.  60.23)

    a. When the sponsor or the FAA determines that any of the 
following circumstances exist and the FAA determines that the 
simulator cannot be used adequately to train, evaluate, or provide 
flight experience for flightcrew members, the sponsor must modify 
the simulator accordingly.
    (1) The airplane manufacturer or another approved source 
develops new data regarding the performance, functions, or other 
characteristics of the airplane being simulated;
    (2) A change in airplane performance, functions, or other 
characteristics occurs;
    (3) A change in operational procedures or requirements occurs; 
or
    (4) Other circumstances as determined by the NSPM.
    b. When the FAA determines that simulator modification is 
necessary for safety of flight reasons, the sponsor of each affected 
simulator must ensure that the simulator is modified according to 
the FSD Directive regardless of the original qualification standards 
applicable to any specific simulator.
    c. Before modifying a qualified simulator, the sponsor must 
notify the NSPM and the TPAA as follows:
    (1) The notification must include a complete description of the 
planned modification, including a description of the operational and 
engineering effect the proposed modification will have on the 
operation of the simulator.
    (2) The notification must be submitted in a form and manner as 
specified in the appropriate QPS.

[[Page 60318]]

    d. If the sponsor intends to add additional equipment or devices 
intended to simulate airplane appliances; modify hardware or 
software which would affect flight or ground dynamics, including 
revising simulator programming or replacing or modifying the host 
computer; or if the sponsor is changing or modifying the motion, 
visual, or control loading systems (or sound system for simulator 
levels requiring sound tests and measurements), the following 
applies:
    (1) The sponsor must meet the notification requirements of 
paragraph c of this section and must include in the notification the 
results of all objective tests that have been re-run with the 
modification incorporated, including any necessary updates to the 
MQTG.
    (2) However, the sponsor may not use, or allow the use of, or 
offer the use of, the simulator with the proposed modification for 
flightcrew member training or evaluation or for obtaining flight 
experience for the flightcrew member to meet the requirements of 
14CFR, Chapter I unless or until the sponsor receives written 
notification from the NSPM approving the proposed modification. 
Prior to approval, the NSPM may require that the modified simulator 
be evaluated in accordance with the standards for an evaluation for 
initial qualification or any part thereof before it is placed in 
service.
    e. The sponsor may not modify a qualified simulator until one of 
the following has occurred:
    (1) For circumstances described in paragraph b or d of this 
section, the sponsor receives written approval from the NSPM that 
the modification is authorized.
    (2) For circumstances other than those described in paragraph b 
or d of this section, either:
    (a) Twenty-one days have passed since the sponsor notified the 
NSPM and the TPAA of the proposed modification and the sponsor has 
not received any response from the NSPM or TPAA; or
    (b) The NSPM or TPAA approves the proposed modification in fewer 
than 21 days since the sponsor notified the NSPM and the TPAA of the 
proposed modification.
    f. When a modification is made to a simulator, the sponsor must 
notify each certificate holder planning to use that simulator of 
that modification prior to that certificate holder using that 
simulator the first time after the modification is complete.
    g. The MQTG must be updated with current objective test results 
in accordance with Sec.  60.15(b)(5) and appropriate flight test 
data in accordance with Sec.  60.13, each time a simulator is 
modified and an objective test is affected by the modification. If 
this update is initiated by an FSD Directive, the direction to make 
the modification and the record of the modification completion must 
be filed in the MQTG.

End Rule Language (Sec.  60.23)

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

Begin QPS Requirements

    h. The notification described in paragraph 17.c.(1) of this 
appendix, will include a statement signed by a pilot, qualified in 
the airplane type being simulated and designated by the sponsor, 
that, with the modification proposed--
    (1) The simulator systems and sub-systems function equivalently 
to those in the airplane being simulated;
    (2) The performance and flying qualities of the simulator are 
equivalent to those of the airplane being simulated; and
    (3) The cockpit configuration conforms to the configuration of 
the airplane being simulated.

End QPS Requirements

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18. Operation With Missing, Malfunctioning, or Inoperative Components

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

Begin Rule Language (Sec.  60.25)

    a. No person may use or allow the use of or offer the use of a 
simulator with a missing, malfunctioning, or inoperative component 
for meeting training, evaluation, or flight experience requirements 
of 14 CFR chapter I for flightcrew member certification or 
qualification during maneuvers, procedures, or tasks that require 
the use of the correctly operating component.
    b. Each missing, malfunctioning, or inoperative component must 
be repaired or replaced within 30 calendar days unless otherwise 
authorized by the NSPM. Failure to repair or replace this component 
within the prescribed time may result in loss of simulator 
qualification.
    c. Each missing, malfunctioning, or inoperative component must 
be placarded as such on or adjacent to that component in the 
simulator and a list of the currently missing, malfunctioning, or 
inoperative components must be readily available in or immediately 
adjacent to the simulator for review by users of the device.

End Rule Language (Sec.  60.25)

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19. Automatic Loss of Qualification and Procedures for Restoration of 
Qualification

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

Begin Rule Language (Sec.  60.27)

    a. A simulator is not qualified if any of the following occurs:
    (1) The simulator is not used in the sponsor's FAA-approved 
flight training program in accordance with Sec.  60.9(b)(4).
    (2) The simulator is not maintained and inspected in accordance 
with Sec.  60.19.
    (3) The simulator is physically moved from one location to 
another, regardless of distance.
    (4) The simulator is disassembled (e.g., for repair or 
modification) to such an extent that it cannot be used for training, 
evaluation, or experience activities.
    (5) The MQTG is missing or otherwise not available and a 
replacement is not made within 30 days.
    b. If simulator qualification is lost under paragraph (a) of 
this section, qualification is restored when either of the following 
provisions are met:
    (1) The simulator successfully passes an evaluation:
    (a) For initial qualification, in accordance with Sec.  60.15 in 
those circumstances where the NSPM has determined that a full 
evaluation for initial qualification is necessary; or
    (b) For those elements of an evaluation for initial 
qualification approved as necessary by the NSPM.
    (2) The NSPM or the TPAA advises the sponsor that an evaluation 
is not necessary.
    c. In making the determinations described in paragraph (b) of 
this section, the NSPM considers factors including the number of 
inspections and recurrent evaluations missed, the amount of 
disassembly and re-assembly of the simulator that was accomplished, 
and the care that had been taken of the device since the last 
evaluation.

End Rule Language (Sec.  60.27)

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20. Other Losses of Qualification and Procedures for Restoration of 
Qualification

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

Begin Rule Language (Sec.  60.29)

    a. Except as provided in paragraph c of this section, when the 
NSPM or the TPAA notifies the sponsor that the simulator no longer 
meets qualification standards, the following procedure applies:
    (1) The NSPM or the TPAA notifies the sponsor in writing that 
the simulator no longer meets some or all of its qualification 
standards.
    (2) The NSPM or the TPAA sets a reasonable period (but not less 
than 7 days) within which the sponsor may submit written 
information, views, and arguments on the simulator qualification.
    (3) After considering all material presented, the NSPM or the 
TPAA notifies the sponsor of the simulator qualification.
    (4) If the NSPM or the TPAA notifies the sponsor that some or 
all of the simulator is no longer qualified, it becomes effective 
not less than 30 days after the sponsor receives notice of it 
unless--
    (a) The NSPM or the TPAA find under paragraph c of this section 
that there is an emergency requiring immediate action with respect 
to safety in air transportation or air commerce; or
    (b) The sponsor petitions for reconsideration of the NSPM or the 
TPAA finding under paragraph b of this section.
    b. When a sponsor seeks reconsideration of a decision from the 
NSPM or the TPAA concerning the simulator qualification, the 
following procedure applies:
    (1) The sponsor must petition for reconsideration of that 
decision within 30 days of the date that the sponsor receives a 
notice that some or all of the simulator is no longer qualified.
    (2) The sponsor must address its petition to the Director, 
Flight Standards Service.
    (3) A petition for reconsideration, if filed within the 30-day 
period, suspends the effectiveness of the determination by the NSPM 
or the TPAA that the simulator is no longer qualified unless the 
NSPM or the TPAA has found, under paragraph c of this section, that 
an emergency exists requiring immediate action with respect to 
safety in air transportation or air commerce.
    c. If the NSPM or the TPAA find that an emergency exists 
requiring immediate action

[[Page 60319]]

with respect to safety in air transportation or air commerce that 
makes the procedures set out in this section impracticable or 
contrary to the public interest:
    (1) The NSPM or the TPAA withdraws qualification of some or all 
of the simulator and makes the withdrawal of qualification effective 
on the day the sponsor receives notice of it.
    (2) In the notice to the sponsor, the NSPM or the TPAA 
articulates the reasons for its finding that an emergency exists 
requiring immediate action with respect to safety in air 
transportation or air commerce or that makes it impracticable or 
contrary to the public interest to stay the effectiveness of the 
finding.

End Rule Language (Sec.  60.29)

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21. Recordkeeping and Reporting

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

Begin Rule Language (Sec.  60.31)

    a. The simulator sponsor must maintain the following records for 
each simulator it sponsors:
    (1) The MQTG and each amendment thereto.
    (2) A copy of the programming used during the evaluation of the 
simulator for initial qualification and for any subsequent upgrade 
qualification and a copy of all programming changes made since the 
evaluation for initial qualification.
    (3) A copy of all of the following:
    (a) Results of the evaluations for the initial and each upgrade 
qualification.
    (b) Results of the quarterly objective tests and the approved 
performance demonstrations conducted in accordance with Sec.  
60.19(a) for a period of 2 years.
    (c) Results of the previous three recurrent evaluations, or the 
recurrent evaluations from the previous 2 years, whichever covers a 
longer period.
    (d) Comments obtained in accordance with Sec.  60.9(b)(1) for a 
period of at least 18 months.
    (4) A record of all discrepancies entered in the discrepancy log 
over the previous 2 years, including the following:
    (a) A list of the components or equipment that were or are 
missing, malfunctioning, or inoperative.
    (b) The action taken to correct the discrepancy.
    (c) The date the corrective action was taken.
    (5) A record of all modifications to simulator hardware 
configurations made since initial qualification.
    b. The simulator sponsor must keep a current record of each 
certificate holder using the simulator. The sponsor must provide a 
copy of this list to the NSPM at least semiannually.
    c. The records specified in this section must be maintained in 
plain language form or in coded form, if the coded form provides for 
the preservation and retrieval of information in a manner acceptable 
to the NSPM.
    d. The sponsor must submit an annual report, in the form of a 
comprehensive statement signed by the quality assurance primary 
contact point, certifying that the simulator continues to perform 
and handle as qualified by the NSPM.

End Rule Language (Sec.  60.31)

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22. Applications, Logbooks, Reports, and Records: Fraud, Falsification, 
or Incorrect Statements

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

Begin Rule Language (Sec.  60.33)

    a. No person may make, or cause to be made, any of the 
following:
    (1) A fraudulent or intentionally false statement in any 
application or any amendment thereto, or any other report or test 
result required by 14 CFR part 60 or the QPS.
    (2) A fraudulent or intentionally false statement in or omission 
from any record or report that is kept, made, or used to show 
compliance with 14 CFR part 60 or the QPS, or to exercise any 
privileges under 14 CFR chapter I.
    (3) Any reproduction or alteration, for fraudulent purpose, of 
any report, record, or test result required under 14 CFR part 60 or 
the QPS.
    b. The commission by any person of any act prohibited under 
paragraph a of this section is a basis for any one or any 
combination of the following:
    (1) A civil penalty.
    (2) Suspension or revocation of any certificate held by that 
person that was issued under 14 CFR chapter I.
    (3) The removal of simulator qualification and approval for use 
in a training program.
    c. The following may serve as a basis for removal of 
qualification of a simulator including the withdrawal of 
authorization for use of a simulator; or denying an application for 
a qualification.
    (1) An incorrect statement, upon which the FAA relied or could 
have relied, made in support of an application for a qualification 
or a request for approval for use.
    (2) An incorrect entry, upon which the FAA relied or could have 
relied, made in any logbook, record, or report that is kept, made, 
or used to show compliance with any requirement for a simulator 
qualification or an approval for use.

End Rule Language (Sec.  60.33)

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23. Specific Simulator Compliance Requirements

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

Begin Rule Language (Sec.  60.35)

    a. After [date 18 months from the effective date of the final 
rule], no simulator will be eligible for initial or upgrade 
qualification under 14 CFR part 60 unless it simulates the operation 
of all equipment and appliances installed and operating on the 
airplane being simulated, if such equipment or appliances have 
controls or indications that are located in the airplane cockpit.
    b. After [date 2 years from the effective date of this final 
rule], any flight simulator used for meeting flightcrew member 
training, evaluation, or flight experience requirements of 14 CFR 
chapter I for certification or qualification that cannot perform 
satisfactorily in the following areas will no longer be qualified as 
a simulator.
    (1) Ground operations;
    (2) The takeoff, climb, cruise, descent, and approach portions 
of the simulated airplane's operating envelope, including abnormal 
and emergency operations; and
    (3) The landing maneuver, including normal, abnormal, and 
emergency landings.

End Rule Language (Sec.  60.35)

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

24. [Reserved]

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

25. Simulator Qualification on the Basis of a Bilateral Aviation Safety 
Agreement (BASA)

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

Begin Rule Language (Sec.  60.37)

    a. The evaluation and qualification of an airplane simulator by 
a contracting State to the Convention on International Civil 
Aviation for the sponsor of an airplane simulator located in that 
contracting State may be used as the basis for issuing a U.S. 
statement of qualification (see attachment 5, figure 4) by the NSPM 
to a U.S. sponsor of that simulator in accordance with--
    (1) A BASA between the United States and the Contracting State 
that issued the original qualification; and
    (2) A Simulator Implementation Procedure (SIP) established under 
the BASA.
    b. The SIP will contain any conditions and limitations on 
validation and issuance of such qualification by the U.S.

End Rule Language (Sec.  60.37)

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

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

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

1. General

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

Begin QPS Requirements

    a. Requirements. (1) Certain simulator and visual system 
requirements included in this attachment must be supported with a 
Statement of Compliance and Capability (SOC) and, in designated 
cases, simulator performance must be recorded and the results made 
part of the QTG. In the following tabular listing of simulator 
standards, requirements for SOC's are indicated in the ``Additional 
Details'' column.
    (2) Airports represented in visual scenes required by this 
document must be representations of real-world, operational airports 
or representations of fictional airports, designed specifically for 
use in training, testing, and/or checking of flight crewmembers.
    (a) If real-world, operational airports are simulated, the 
visual representation and scene content is compared to that of the 
actual airport. This comparison requires accurate simulation of that 
airport to the extent set out in this document and as required by 
the qualification level sought. It

[[Page 60320]]

also requires the visual scene to be modified when the airport is 
modified; e.g., when additional runways or taxiways are added; when 
existing runway(s) are lengthened or permanently closed; when 
magnetic bearings to or from a runway are changed; when significant 
and recognizable changes are made to the terminal, other airport 
buildings, or surrounding terrain; etc.
    (b) If fictional airports are used, the navigational aids and 
all appropriate maps, charts, and other navigational reference 
material for such airports (and surrounding areas as necessary), are 
evaluated for compatibility, completeness, and accuracy. These items 
are compared to the visual presentation and scene content of the 
fictional airport and require simulation to the extent set out in 
this document and as required by the qualification level sought. An 
SOC must be submitted that addresses navigation aid installation and 
performance (including obstruction clearance protection, etc.) and 
other criteria for all instrument approaches that are available in 
the simulator. The SOC must reference and account for information in 
the Terminal Instrument Procedures Manual (``Terps'' Manual, FAA 
Handbook 8260.3, as amended) and the construction and availability 
of the required maps, charts, and other navigational material. This 
material must be appropriately marked ``for training purposes 
only.''

End QPS Requirements

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

Begin Information

    b. Discussion.
    (1) This attachment describes the minimum simulator requirements 
for qualifying airplane simulators. To determine the complete 
requirements for a specific level simulator the objective tests in 
attachment 2 and the examination of functions and subjective tests 
listed in attachment 3 must also be consulted.
    (2) The material contained in this attachment is divided into 
the following categories:
    (a) General cockpit configuration.
    (b) Simulator programming.
    (c) Equipment operation.
    (d) Equipment and facilities for instructor/evaluator functions.
    (e) Motion system.
    (f) Visual system.
    (g) Sound system.

End Information

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

                                     Table of Minimum Simulator Requirements
----------------------------------------------------------------------------------------------------------------
                                     QPS requirements
------------------------------------------------------------------------------------------
                                            Simulator level                                  Information  notes
  General simulator requirements   --------------------------------   Additional details
                                       A       B       C       D
----------------------------------------------------------------------------------------------------------------
2. General Cockpit Configuration
-----------------------------------
a. The simulator must have a            X       X       X       X   Pilot seats must       For simulator
 cockpit that is a full-scale                                        afford the             purposes, the
 replica of the airplane simulated                                   capability for the     cockpit consists of
 with controls, equipment,                                           occupant to be able    all that space
 observable cockpit indicators,                                      to achieve the         forward of a cross
 circuit breakers, and bulkheads                                     design ``eye           section of the
 properly located, functionally                                      position''             fuselage at the most
 accurate and replicating the                                        established for the    extreme aft setting
 airplane. The direction of                                          airplane being         of the pilots' seats
 movement of controls and switches                                   simulated.             including
 must be identical to that in the                                                           additional, required
 airplane.                                                                                  crewmember duty
                                                                                            stations and those
                                                                                            required bulkheads
                                                                                            aft of the pilot
                                                                                            sets.
b. Those circuit breakers that          X       X       X       X
 affect procedures and/or results
 in observable cockpit indications
 must be properly located and
 functionally accurate.
-----------------------------------
3. Programming
-----------------------------------
a. The effect of aerodynamic            X       X       X       X
 changes 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, center
 of gravity location, and
 configuration.
-----------------------------------
b. The simulator must have the          X       X       X       X   An SOC is required...
 computer capacity, accuracy,
 resolution, and dynamic response
 needed to meet the qualification
 level sought.
-----------------------------------
c. Simulator hardware and               X       X       X       X
 programming must be updated
 within 6 months of any airplane
 modifications or appropriate data
 releases unless, with prior
 coordination, the NSPM authorizes
 otherwise.
-----------------------------------

[[Page 60321]]

 
d. Ground operations must be            X
 represented to the extent that
 allows turns within the confines
 of the runway and adequate
 controls of the landing and roll-
 out from a crosswind approach to
 a landing.
-----------------------------------
e. Ground handling and aerodynamic  ......  ......  ......  ......  An SOC is required.
 programming must include the                                        Simulator
 following:                                                          performance must be
                                                                     recorded and the
                                                                     results made part of
                                                                     the QTG.
-----------------------------------
    (1) Ground effect.............  ......      X       X       X   This requires data on  Applicable areas
                                                                     lift, drag, pitching   include: roundout,
                                                                     moment, trim, and      flare, and
                                                                     power while in         touchdown.
                                                                     ground effect.
-----------------------------------
    (2) Ground reaction...........  ......      X       X       X   This requires data on  This is the reaction
                                                                     strut deflections,     of the airplane upon
                                                                     tire friction, side    contact with the
                                                                     forces, etc.           runway during
                                                                                            landing, and may
                                                                                            differ with changes
                                                                                            in gross weight,
                                                                                            airspeed, rate of
                                                                                            descent on
                                                                                            touchdown, etc.
-----------------------------------
    (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.
-----------------------------------
f. The simulator must employ        ......  ......      X       X   Required only for      If desired, Level A
 windshear models that provide                                       turbo-jet powered,     and B simulators may
 training for recognition of                                         transport category     qualify for
 windshear phenomena and the                                         airplanes. Simulator   windshear training
 execution of recovery procedures.                                   performance must be    by meeting these
 Models must be available to the                                     recorded and the       standards; see
 instructor/evaluator for the                                        results made part of   Attachment 6 of this
 following critical phases of                                        the QTG; see           appendix. Windshear
 flight:                                                             Attachment 6 of this   models may consist
(1) Prior to takeoff rotation.....                                   appendix. The QTG      of independent
(2) At liftoff....................                                   must reference the     variable winds in
(3) During initial climb..........                                   FAA Windshear          multiple
(4) On final approach, below 500                                     Training Aid or        simultaneous
 ft. AGL.                                                            present alternate      components. The FAA
                                                                     airplane related       Windshear Training
                                                                     data, including the    Aid presents one
                                                                     implementation         acceptable means of
                                                                     method(s) used. If     compliance with
                                                                     the alternate method   simulator wind model
                                                                     is selected, wind      requirements.
                                                                     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.
-----------------------------------
g. The simulator must include a     ......  ......      X       X   An SOC is required...  This may include an
 means for quickly and effectively                                                          automated system,
 testing simulator programming and                                                          which could be used
 hardware.                                                                                  for conducting at
                                                                                            least a portion of
                                                                                            the tests in the
                                                                                            QTG.
-----------------------------------

[[Page 60322]]

 
h. The simulator must provide for   ......  ......      X       X   An SOC is required.    Automatic
 automatic testing of simulator                                      Simulator test         ``flagging'' of out-
 hardware and software programming                                   results must include   of-tolerance
 to determine compliance with                                        simulator number,      situations is
 simulator objective tests as                                        date, time,            encouraged.
 prescribed in Attachment 2.                                         conditions,
                                                                     tolerances, and
                                                                     appropriate
                                                                     dependent variables
                                                                     portrayed in
                                                                     comparison to the
                                                                     airplane standard.
-----------------------------------
i. Relative responses of the            X   ......  ......  ......  Response must be       .....................
 motion system, visual system, and                                   within 300
 cockpit instruments must be                                         milliseconds of the
 coupled closely to provide                                          airplane response.
 integrated sensory cues.
-----------------------------------
                                    ......      X       X       X   Response must be       .....................
                                                                     within 150
                                                                     milliseconds of the
                                                                     airplane response.
                                   ---------
    (1) Latency: These systems      ......  ......  ......  ......  Simultaneously         The intent is to
     must respond to abrupt input                                    record: the analog     verify that the
     at the pilot's position. The                                    output from the        simulator provides
     response must not be prior to                                   pilot's control        instrument, motion,
     that time when the airplane                                     column, wheel, and     and visual cues that
     responds and may respond up                                     pedals; the output     are, within the
     to 150/300 milliseconds after                                   from an                stated time delays,
     that time. Visual change may                                    accelerometer          like the airplane
     start before motion response,                                   attached to the        responses.
     but motion acceleration must                                    motion system          Acceleration in the
     be initiated before                                             platform located at    appropriate
     completion of the visual scan                                   an acceptable          rotational axis is
     of the first video field                                        location near the      preferred. Simulator
     containing different                                            pilots' seats; the     Latency is measured
     information.                                                    output signal to the   from the start of a
                                                                     visual system          control input to the
                                                                     display (including     appropriate
                                                                     visual system analog   perceivable change
                                                                     delays); and the       in flight instrument
                                                                     output signal to the   indication; visual
                                                                     pilot's attitude       system response; or
                                                                     indicator or an        motion system
                                                                     equivalent test        response.
                                                                     approved by the
                                                                     Administrator.
                                                                     Simulator
                                                                     performance must be
                                                                     recorded. These
                                                                     results must be
                                                                     compared to airplane
                                                                     response data in the
                                                                     takeoff, cruise, and
                                                                     approach or landing
                                                                     configuration and
                                                                     must be recorded in
                                                                     the QTG.
-----------------------------------
    (2) Transport Delay: (As an     ......  ......  ......  ......  An SOC is required. A  The transport delay
     alternative to the Latency                                      recordable start       is the delay time
     requirement, above, a                                           time for the test      between the control
     transport delay demonstration                                   must be provided       input and the
     may be used to demonstrate                                      with the pilot         individual hardware
     that the simulator system                                       flight control         (i.e., instruments,
     does not exceed the specified                                   input. the migration   motion system,
     limit of 300 milliseconds for                                   of the signal must     visual system)
     Level A simulators or 150                                       permit normal          responses.
     milliseconds for Level B, C,                                    computation time to
     or D simulators. The sponsor                                    be consumed and must
     must measure all the delay                                      not alter the flow
     encountered by a step signal                                    of information
     migrating from the pilot's                                      through the hardware/
     control through the control                                     software system.
     loading electronics and                                         While transport
     interfacing through all the                                     delay need only be
     simulation software modules                                     measured once in
     in the correct order, using a                                   each axis,
     handshaking protocol, finally                                   independent of
     through the normal output                                       flight conditions,
     interfaces to the instrument                                    if this method is
     displays, the motion system,                                    chosen, the sponsor
     and the visual system).                                         must also
                                                                     demonstrate the
                                                                     latency of the
                                                                     simulator with
                                                                     respect to that of
                                                                     the aircraft with at
                                                                     least one
                                                                     demonstration in
                                                                     pitch, in roll, and
                                                                     in yaw as described
                                                                     above. Simulator
                                                                     performance must be
                                                                     recorded and the
                                                                     results must be
                                                                     recorded in the QTG.
-----------------------------------
j. The simulator must accurately    ......  ......      X       X   An SOC is required.    Objective tests are
 reproduce the stopping time and                                     Simulator              described in
 distances for at least the                                          performance must be    Attachment 2 for
 following runway conditions:.                                       recorded and the       dry, wet, and icy
                                                                     results made part of   runway conditions.
                                                                     the QTG.
-----------------------------------
(1) Patch Wet
(2) Patch Icy

[[Page 60323]]

 
(3) Wet on Rubber Residue in
 Touchdown Zone
-----------------------------------
k. The simulator must accurately    ......  ......      X       X   An SOC is required. A  Simulator pitch, side
 simulate brake and tire failure                                     demonstration is       loading, and
 dynamics (including antiskid                                        required for initial   directional control
 failure) and decreased brake                                        and recurrent          characteristics
 efficiency due to high brake                                        evaluations.           should be
 temperatures.                                                       Simulator              representatives of
                                                                     performance must be    the airplane.
                                                                     recorded for
                                                                     decreased braking
                                                                     efficiency due to
                                                                     brake temperature
                                                                     and the results made
                                                                     part of the QTG.
-----------------------------------
I. The simulator must replicate     ......  ......      X       X   A demonstration is
 the effects of airframe icing.                                      required for initial
                                                                     and recurrent
                                                                     evaluations.
-----------------------------------
m. The aerodynamic modeling in the  ......  ......  ......      X   An SOC is required     See Attachment 2,
 simulator must include:                                             and must include       paragraph 4, for
(1) Low-altitude level-flight                                        references to          further information
 ground effect;.                                                     computations of        on ground effect.
(2) Match effect at high altitude;                                   aeroelastic
(3) Effects of airframe icing;....                                   representations and
(4) Normal and reverse dynamic                                       nonlinearities due
 thrust effect on control                                            to sideslip. A
 surfaces; and.                                                      demonstration of
(5) Aeroelastic representations of                                   icing effects is
 nonlinearities due to sideslip..                                    required for initial
                                                                     and recurrent
                                                                     evaluations.
                                                                     Simulator
                                                                     performance must be
                                                                     recorded and the
                                                                     results made a part
                                                                     of the QTG.
-----------------------------------
n. The simulator must have a        ......  ......  ......      X   An SOC is required...
 software and hardware control
 methodology that is supported by
 diagnostic analysis programs(s)
 and resulting printouts.
-----------------------------------
4. Equipment Operation
-----------------------------------
a. All relevant instrument              X       X       X       X   Numerical values must  For example, fuel in
 indications involved in the                                         be presented in the    pounds, speed in
 simulation of the airplane must                                     appropriate units      knots, and altitude
 automatically respond to control                                    for U.S. operations.   in feet.
 movement or external disturbances
 to the simulated airplane; e.g.,
 turbulence or windshear.
-----------------------------------
b. Communications and navigation        X       X       X       X   .....................  See Attachment 3,
 equipment must be installed and                                                            paragraph 1c for
 operate within the tolerances                                                              further information
 applicable for the airplane.                                                               regarding long-range
                                                                                            navigation
                                                                                            equipment.
-----------------------------------
c. Simulator systems must operate       X       X       X       X
 as the airplane systems would
 operate under normal, abnormal,
 and emergency operating
 conditions on the gound and in
 flight.
-----------------------------------
d. The simulator must provide           X       X       X       X
 pilot controls with control force
 and control travel that
 correspond to the simulated
 airplane. The simulator must be
 also react in the same manner as
 in the airplane under the same
 flight conditions.
-----------------------------------
5. Instructor or Evaluator
 Facilities
-----------------------------------

[[Page 60324]]

 
a. In addition to the flight crew       X       X       X       X   All seats other than   The NSPM will
 member stations, the simulator                                      flight crew seats      consider
 must have two suitable seats for                                    need not represent     alternatives to this
 the instructor/check airman and                                     those found in the     standard for
 FAA inspector. These seats must                                     airplane but must be   additional seats
 provide adequate vision to the                                      equipped with          based on unique
 pilot's panel and forward windows.                                  similar positive       cockpit
                                                                     restraint devices.     configurations.
-----------------------------------
b. The simulator must have              X       X       X       X
 controls that enable the
 instructor/evaluator to control
 all required system variables and
 insert all abnormal or emergency
 conditions described in the
 sponsor's pilot operating manual
 into the simulated airplane
 systems.
-----------------------------------
c. The simulator must have              X       X       X       X
 instructor controls for wind
 speed and direction.
-----------------------------------
d. The simulator must provide the   ......  ......      X       X   .....................  For example, another
 instructor or evaluator the                                                                airplane crossing
 ability to present ground and air                                                          the active runway
 hazards.                                                                                   and converging
                                                                                            airborne traffic;
                                                                                            etc.
-----------------------------------
6. Motion System
-----------------------------------
a. The simulator must have motion       X       X       X       X   .....................  For example,
 (force) cues perceptible to the                                                            touchdown cues
 pilot that are representative of                                                           should be a function
 the motion in an airplane.                                                                 of the rate of
                                                                                            descent (RoD) of the
                                                                                            simulated airplane.
-----------------------------------
b. The simulator must have a            X   ......  ......  ......  An SOC is required...
 motion system with a minimum of
 three degrees of freedom.
-----------------------------------
c. The simulator must have a        ......      X   ......  ......  An SOC is required...
 motion system with a minimum of
 four degrees of freedom (at least
 pitch, roll, sway, and heave).
-----------------------------------
d. The simulator must have a        ......  ......      X       X   An SOC is required...
 motion (force cueing) system that
 produces cues at least equivalent
 to those of a six-degrees-of-
 freedom, synergistic platform
 motion system.
-----------------------------------
e. The simulator must provide       ......      X       X       X   A qualitative
 special effects programming that                                    assessment is
 includes the following:                                             required to
                                                                     determine that the
                                                                     effect is
                                                                     representative of
                                                                     the airplane
                                                                     simulated.
    (1) Thrust effect with brakes
     set.
    (2) Runway rumble, oleo
     deflections, effects of
     ground speed and uneven
     runway characteristics.
    (3) Buffets on the ground due
     to spoiler/speedbrake
     extension and thrust
     reversal.
    (4) Bumps after lift-off of
     nose and main gear.
    (5) Buffet during extension
     and retraction of landing
     gear.
    (6) Buffet in the air due to
     flap and spoiler/speedbrake
     extension.

[[Page 60325]]

 
    (7) Stall buffet to, but not
     necessarily beyond, the FAA
     certificated stall speed, Vs,
     if applicable.
    (8) Representative touchdown
     cues for main and nose gear.
    (9) Nosewheel scuffing, if
     applicable.
    (10) Mach buffet.
-----------------------------------
f. The simulator must provide       ......  ......  ......      X   Simulator performance  The simulator should
 characteristic buffet motions                                       (with emphasis on      be programmed and
 that result from operation of the                                   amplitude and          instrumented in such
 airplane, or from atmospheric                                       frequency) must be     a manner that the
 disturbances, which can be sensed                                   recorded and           characteristic
 in the cockpit; e.g., high-speed                                    compared to airplane   buffet modes can be
 buffet, extended landing gear or                                    data. The results      measured and
 flaps, nosewheel scuffing, stall                                    must be made a part    compared to airplane
 buffet, air turbulence, etc.                                        of the QTG. For air    data.
                                                                     turbulence, general
                                                                     purpose disturbance
                                                                     models that
                                                                     approximate
                                                                     demonstrable flight
                                                                     test data are
                                                                     acceptable.
-----------------------------------
7. Visual System
-----------------------------------
a. The simulator must have a            X       X       X       X   A demonstration is
 visual system providing an out-of-                                  required for initial
 the-cockpit view.                                                   and recurrent
                                                                     evaluations.
-----------------------------------
b. The simulator must provide a         X       X   ......  ......  An SOC is required...
 continuous minimum collimated
 field of view of 45[deg]
 horizontally and 30[deg]
 vertically per pilot seat. Both
 pilot seat visual systems must be
 operable simultaneously.
-----------------------------------
c. The simulator must provide a     ......  ......      X       X   An SOC is required.
 continuous minimum collimated                                       Wide angle systems
 visual field of view of 75[deg]                                     providing cross
 horizontally and 30[deg]                                            cockpit viewing (for
 vertically per pilot seat. Both                                     both pilots
 pilot seat visual systems must be                                   simultaneously) must
 operable simultaneously.                                            provide a minimum
                                                                     field of view of
                                                                     150[deg]
                                                                     horizontally.
-----------------------------------
d. The simulator must have              X       X       X       X   A demonstration is
 operational landing lights for                                      required for initial
 night scenes.                                                       and recurrent
                                                                     evaluations. Where
                                                                     used, dusk (or
                                                                     twilight) scenes
                                                                     require operational
                                                                     landing lights.
-----------------------------------
e. The simulator must have              X       X       X       X   A demonstration is
 instructor controls for the                                         required for initial
 following:                                                          and recurrent
                                                                     evaluations.
    (1) Cloudbase.
    (2) Visibility in statute
     miles (km) and runway visual
     range (RVR) in ft. (m).
    (3) Airport selection.
    (4) Airport lighting.
f. Each airport scene displayed         X       X       X       X   A demonstration is
 must include the following:                                         required for initial
                                                                     and recurrent
                                                                     evaluations.
-----------------------------------
    (1) Airport runways and
     taxiways.
    (2) Runway definition.
    (i) Runway surface and
     markings.
    (ii) Lighting for the runway
     in use, including runway
     threshold, edge, centerline,
     touchdown zone, VASI (or
     PAPI), and approach lighting
     of appropriate colors.

[[Page 60326]]

 
    (iii) Taxiway lights.
-----------------------------------
g. The distances at which runway        X       X       X       X   A demonstration is
 features are visible, as measured                                   required for initial
 from runway threshold to an                                         and recurrent
 airplane aligned with the runway                                    evaluations.
 on an extended 3[deg] glide slope
 must not be less than listed
 below:
-----------------------------------
    (1) Runway definition, strobe
     lights, approach lights,
     runway edge white lights and
     Visual Approach Slope
     Indicator (VASI) or Precision
     Approach Path Indicator
     (PAPI) system lights from 5
     statute miles (8 kilometers
     (km)) of the runway threshold.
    (2) Runway centerline lights
     and taxiway definition from 3
     statute miles (4.8 km)..
    (3) Threshold lights and
     touchdown zone lights from 2
     statute miles (3.2 km)..
    (4) Runway markings within
     range of landing lights for
     night scenes; as required by
     three (3) arc-minutes
     resolution on day scenes..
h. The simulator must provide           X       X       X       X
 visual system compatibility with
 aerodynamic programming.
-----------------------------------
i. The simulator must be verified       X       X       X       X   The QTG must contain
 for visual ground segment and                                       appropriate
 visual scene content for the                                        calculations and a
 airplane in landing configuration                                   drawing showing the
 and a main wheel height of 100                                      pertinent data used
 feet (30 meters) above the                                          to establish the
 touchdown zone. Data submitted                                      airplane location
 must include at least the                                           and the segment of
 following:                                                          the ground that is
(1) Static airplane dimensions as                                    visible considering
 follows:.                                                           the airplane
(i) Horizontal and vertical                                          attitude (cockpit
 distance from main landing gear                                     cut-off angle) and a
 (MLG) to glideslope reception                                       runway visual range
 antenna..                                                           of 1,200 feet or 350
(ii) Horizontal and vertical                                         meters. Simulator
 distance from MLG to pilot's                                        performance must be
 eyepoint..                                                          measured against the
(iii) Static cockpit cutoff angle.                                   QTG calculations.
(2) Approach data as follows:.....                                   Sponsors must
(i) Identification of runway......                                   provide this data
(ii) Horizontal distance from                                        for each simulator
 runway threshold to glideslope                                      (regardless of
 intercept with runway..                                             previous
                                                                     qualification
                                                                     standards) to
                                                                     qualify the
                                                                     simulator for all
                                                                     precision instrument
                                                                     approaches.
                                                                    (iii) glideslope
                                                                     angle..
                                                                    (iv) Airplane pitch
                                                                     angle on approach..
                                                                    (3) Airplane data for
                                                                     manual testing:.
                                                                    (i) Gross weight.....
                                                                    (ii) Airplane
                                                                     configuration..
                                                                    (iii) Approach
                                                                     airspeed..
-----------------------------------
j. The simulator must provide       ......      X       X       X   A demonstration is
 visual cues necessary to assess                                     required for initial
 sink rates (provide depth                                           and recurrent
 perception) during landings, to                                     evaluations.
 include:
(1) Surface on runways, taxiways,
 and ramps..
(2) Terrain features..............
-----------------------------------

[[Page 60327]]

 
k. The simulator must have night    ......  ......      X       X   A demonstration is     Examples of general
 and dusk (or twilight) visual                                       required for initial   terrain
 scene capability, including                                         and recurrent          characteristics are
 general terrain characteristics                                     evaluations. Dusk      fields, roads, and
 and significant landmarks, free                                     (or twilight) scene    bodies of water.
 from apparent quantization.                                         must enable
                                                                     identification of a
                                                                     visible horizon and
                                                                     general terrain
                                                                     characteristics.
-----------------------------------
l. The simulator must provide for.      X       X       X       X   A demonstration is
(1) Accurate portrayal of the                                        required for initial
 environment relating to the                                         evaluation. However,
 simulator attitude.                                                 if there is any
                                                                     question regarding
                                                                     this function, the
                                                                     NSPM may require the
                                                                     demonstration be
                                                                     repeated during any
                                                                     inspection or
                                                                     subsequent recurrent
                                                                     evaluation.
-----------------------------------
    (2) Quick confirmation of       ......  ......      X       X   An SOC is required. A  Visual attitude vs.
     visual system color, RVR,                                       demonstration is       simulator attitude
     focus, and intensity.                                           required for initial   is a comparison of
                                                                     evaluation. However,   pitch and roll of
                                                                     if there is any        the horizon as
                                                                     question regarding     displayed in the
                                                                     this function, the     visual scene
                                                                     NSPM may require the   compared to the
                                                                     demonstration be       display on the
                                                                     repeated during any    attitude indictor.
                                                                     inspection or
                                                                     subsequent recurrent
                                                                     evaluation.
-----------------------------------
m. The simulator must provide a     ......  ......      X       X   A demonstration is
 minimum of three airport scenes                                     required for initial
 including:                                                          and recurrent
(1) Surfaces on runways, taxiways,                                   evaluations.
 and ramps..
(2) Lighting of appropriate color
 for all runways, including runway
 threshold, edge, centerline, VASI
 (or PAPI), and approach lighting
 for the runway in use..
(3) Airport taxiway lighting......
(4) Ramps and buildings that
 correspond to the sponsor's Line
 Oriented scenarios..
-----------------------------------
n. The simulator must be capable    ......  ......      X       X   A demonstration is
 of producing at least 10 levels                                     required for initial
 of occulting.                                                       evaluation. However,
                                                                     if there is any
                                                                     question regarding
                                                                     this function, the
                                                                     NSPM may require
                                                                     this demonstration
                                                                     to be accomplished
                                                                     during any
                                                                     inspection or
                                                                     subsequent recurrent
                                                                     evaluation.
-----------------------------------
o. The simulator must be able to    ......  ......      X       X   A demonstration is
 provide weather representations                                     required for initial
 including the following:                                            and recurrent
(1) Variable cloud density........                                   evaluations. The
(2) Partial obscuration of ground                                    weather
 scenes; i.e., the effect of a                                       representations must
 scattered to broken cloud deck..                                    be provided at and
(3) Gradual break out.............                                   below an altitude of
(4) Patchy fog....................                                   2,000 ft (610 m)
(5) The effect of fog on airport                                     height above the
 lighting..                                                          airport and within a
                                                                     radius of 10 miles
                                                                     (16 km) from the
                                                                     airport.
-----------------------------------

[[Page 60328]]

 
p. The surface resolution must be   ......  ......      X       X   An SOC is required
 demonstrated by a test pattern of                                   and must include the
 objects shown to occupy a visual                                    relevant
 angle of three (3) arc-minutes in                                   calculations. A
 the visual scene from the pilot's                                   demonstration is
 ``eye point''.                                                      required on initial
                                                                     evaluations.
                                                                     However, if there is
                                                                     any question
                                                                     regarding this
                                                                     function, the NSPM
                                                                     may require this
                                                                     demonstration to be
                                                                     accomplished during
                                                                     any inspection or
                                                                     subsequent recurrent
                                                                     evaluation.
-----------------------------------
q. The lightpoint size must not be  ......  ......      X       X   An SOC is required
 greater than six (6) arc-minutes.                                   and must include the
                                                                     relevant
                                                                     calculations. A
                                                                     demonstration is
                                                                     required on initial
                                                                     evaluations.
                                                                     However, if there is
                                                                     any question
                                                                     regarding this
                                                                     function, the NSPM
                                                                     may require this
                                                                     demonstration to be
                                                                     accomplished during
                                                                     any inspection or
                                                                     subsequent recurrent
                                                                     evaluation.
-----------------------------------
r. The lightpoint contrast ratio    ......  ......      X       X   An SOC is required
 must not be less than 25:1.                                         and must include the
                                                                     relevant
                                                                     calculations. A 1-
                                                                     degree spot
                                                                     photometer is used
                                                                     to measure a square
                                                                     of at least 1
                                                                     degree, filled with
                                                                     lightpoints (where
                                                                     lightpoint
                                                                     modulation is just
                                                                     discernible) and
                                                                     compare the results
                                                                     to the measured
                                                                     adjacent background.
                                                                     A demonstration is
                                                                     required on initial
                                                                     evaluations.
                                                                     However, if there is
                                                                     any question
                                                                     regarding this
                                                                     function, the NSPM
                                                                     may require this
                                                                     demonstration to be
                                                                     accomplished during
                                                                     any inspection or
                                                                     subsequent recurrent
                                                                     evaluation.
-----------------------------------
s. The simulator must have (1)      ......  ......  ......      X   A demonstration is     Brightness capability
 daylight, (2) night, and (3)                                        required for initial   may be demonstrated
 either dusk or twilight visual                                      and recurrent          with a test pattern
 scenes with sufficient scene                                        evaluations. The       of white light using
 content to recognize the airport,                                   daylight visual        a spot photometer.
 the terrain, and major landmarks                                    scene must be part     Daylight visual
 around the airport. The scene                                       of a total daylight    system is defined as
 content must allow a pilot to                                       cockpit environment    a visual system
 successfully accomplish a visual                                    which at least         capable of
 landing. The simulator cockpit                                      represents the         producing, at a
 ambient lighting must be                                            amount of light in     minimum, full color
 dynamically consistent with the                                     the cockpit on an      presentations, scene
 visual scene displayed.                                             overcast day. For      content comparable
                                                                     daylight scenes,       in detail to that
                                                                     such ambient           produced by 4,000
                                                                     lighting must not      edges or 1,000
                                                                     ``washout'' the        surfaces for
                                                                     displayed visual       daylight and 4,000
                                                                     scene nor fall below   lightpoints for
                                                                     5 foot-lamberts (17    night and dusk
                                                                     cd/m\2\) of light as   scenes, 6 foot-
                                                                     reflected from an      lamberts (20 cd/
                                                                     instrument approach    m\2\) of light
                                                                     plate at knee height   measured at the
                                                                     at both pilots'        pilot's eye position
                                                                     station. These         (highlight
                                                                     requirement are        brightness) and a
                                                                     applicable to any      display which is
                                                                     level of simulator     free of apparent
                                                                     equipped with a        quantization and
                                                                     ``daylight'' visual    other distracting
                                                                     system.                visual effects while
                                                                                            the simulator is in
                                                                                            motion.
-----------------------------------

[[Page 60329]]

 
    (1) The simulator visual        ......  ......  ......  ......  A raster-drawn         A 1[deg] spot
     system must provide a minimum                                   pattern must be        photometer is used
     contrast ratio of 5:1.                                          displayed that fills   to measure the
                                                                     the entire visual      brightness values.
                                                                     scene (3 or more
                                                                     channels) consisting
                                                                     of a matrix of black
                                                                     and white squares no
                                                                     larger than 10[deg]
                                                                     and no smaller than
                                                                     5[deg] per square,
                                                                     with a white square
                                                                     having a minimum
                                                                     threshold value of 2
                                                                     foot-lamberts, or 7
                                                                     cd/m\2\ in the
                                                                     center of each
                                                                     channel. The
                                                                     contrast ratio is
                                                                     the numerical value
                                                                     of the brightness
                                                                     measured for the
                                                                     center (white)
                                                                     square divided by
                                                                     the brightness value
                                                                     for any adjacent
                                                                     (dark) square.
-----------------------------------
    (2) The simulator visual        ......  ......  ......  ......  The test must use the  A 1[deg] spot
     system must provide a                                           full pattern           photometer is used
     highlight brightness of not                                     described above,       to measure the
     less than six (6) foot-                                         measuring the          brightness values.
     lamberts (20 cd/m\2\ ).                                         brightness of a
                                                                     white square,
                                                                     superimposed
                                                                     completely with a
                                                                     highlighted area
                                                                     covering the square.
                                                                     Use of calligraphic
                                                                     capabilities to
                                                                     enhance raster
                                                                     brightness is
                                                                     acceptable; however,
                                                                     individual light
                                                                     points or light
                                                                     point arrays are not
                                                                     acceptable.
-----------------------------------
t. The simulator must provide       ......  ......  ......      X   A demonstration is     For example: short
 operational visual scenes that                                      required for initial   runways, landing
 portray physical relationships                                      and recurrent          approaches over
 known to cause landing illusions                                    evaluations.           water, uphill or
 to pilots.                                                                                 downhill runways,
                                                                                            rising terrain on
                                                                                            the approach path,
                                                                                            unique topographic
                                                                                            features, etc.
-----------------------------------
u. The simulator must provide       ......  ......  ......      X   A demonstration is
 special weather representations                                     required for initial
 of light, medium, and heavy                                         and recurrent
 precipitation near a thunderstorm                                   evaluations.
 on takeoff and during approach                                      Representations need
 and landing.                                                        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.
-----------------------------------
v. The simulator must present       ......  ......  ......      X   A demonstration is
 visual scenes of wet and snow-                                      required for initial
 covered runways, including runway                                   and recurrent
 lighting reflections for wet                                        evaluations.
 conditions, partially obscured
 lights for snow conditions, or
 suitable alternative effects.
-----------------------------------
w. The simulator must present       ......  ......  ......      X   A demonstration is
 realistic color and                                                 required for initial
 directionality of all airport                                       and recurrent
 lighting.                                                           evaluations.
-----------------------------------
8. Sound System
-----------------------------------
a. The simulator must provide           X       X       X       X
 cockpit sounds that result from
 pilot actions that correspond to
 those that occur in the airplane.
-----------------------------------

[[Page 60330]]

 
b. The simulator must accurately    ......  ......      X       X   An SOC is required. A
 simulate the sound of                                               demonstration is
 precipitation, windshield wipers,                                   required for initial
 and other significant airplane                                      and recurrent
 noises perceptible to the pilot                                     evaluations.
 during normal operations, and
 include the sound of a crash
 (when the simulator is landed in
 an unusual attitude or in excess
 of the structural gear
 limitations); normal engine and
 thrust reversal sounds; and the
 sounds of flap, gear, and spoiler
 extension and retraction.
-----------------------------------
c. The simulator must provide       ......  ......  ......      X   Simulator performance
 realistic amplitude and frequency                                   must be recorded,
 of cockpit noises and sounds.                                       compared to
                                                                     amplitude and
                                                                     frequency of the
                                                                     same sounds recorded
                                                                     in the airplane, and
                                                                     be made a part of
                                                                     the QTG. These
                                                                     sounds must include,
                                                                     at least, the sound
                                                                     of precipitation,
                                                                     windshield wipers,
                                                                     engine, and airframe
                                                                     sounds. When
                                                                     appropriate, the
                                                                     sounds must be
                                                                     coordinated with the
                                                                     weather
                                                                     representations
                                                                     required in
                                                                     paragraph 4.w.
----------------------------------------------------------------------------------------------------------------

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

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

1. General

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

Begin QPS Requirements

    a. Test requirements. (1) The ground and flight tests required 
for qualification are listed in the following Table of Objective 
Tests. Computer generated simulator test results must be provided 
for each test. If a flight condition or operating condition is 
required for the test but which does not apply to the airplane being 
simulated or to the qualification level sought, it may be 
disregarded (for example: An engine out missed approach for a 
single-engine airplane; a maneuver using reverse thrust for an 
airplane without reverse thrust capability; a landing test for a 
Level A simulator; etc.). Each test result is compared against 
Flight Test Data described in Sec.  60.13, and Paragraph 9 in the 
main body of 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 a multi-
channel recorder, line printer, or other appropriate recording 
device acceptable to the NSPM. Time histories are required unless 
otherwise indicated in the Table of Objective Tests. All results 
must be labeled using the tolerances and units given.
    (2) The Table of Objective Tests 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 aerodynamic modeling and acquisition/
development of reference data are often inexact. All tolerances 
listed in the following tables are applied to simulator performance. 
When two tolerance values are given for a parameter, the less 
restrictive may be used unless otherwise indicated.
    (3) Certain tests included in this attachment must be supported 
with a Statement of Compliance and Capability (SOC). In the 
following tabular listing of simulator tests, requirements for SOC's 
are indicated in the ``Test Details'' column.
    (4) 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.
    (5) Unless noted otherwise, simulator tests must represent 
airplane performance and handling qualities at operating weights and 
centers of gravity (CG) typical of normal operation. If a test is 
supported by airplane data at one extreme weight or CG, another test 
supported by airplane data at mid-conditions or as close as possible 
to the other extreme must be included, except as may be authorized 
by the NSPM. Tests of handling qualities must include validation of 
augmentation devices.
    (6) 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 +/-5 pounds (2.2 daN) 
in 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 clearly annotated as to indicated, 
calibrated, etc., and like values used for comparison.
    (7) The QTG provided by the sponsor must describe clearly and 
distinctly how the simulator will be set up and operated for each 
test. Overall integrated testing of the simulator must be 
accomplished to assure that the total simulator system meets the 
prescribed standards; i.e., it is not acceptable to test only each 
simulator subsystem independently. A manual test procedure with 
explicit and detailed steps for completion of each test must also be 
provided.
    (8) In those cases where the objective test results authorize a 
``snapshot'' result in lieu of a time-history result, the sponsor 
must

[[Page 60331]]

ensure that a steady state condition exists from 5 seconds prior to, 
through 2 seconds after, the instant of time captured by the 
``snapshot.''
    (9) For previously qualified simulators, the tests and 
tolerances of this attachment may be used in subsequent recurrent 
evaluations for any given test providing the sponsor has submitted a 
proposed MQTG revision to the NSPM and has received NSPM approval.
    (10) Simulators are evaluated and qualified with an engine model 
simulating the airplane manufacturer's flight test engine. For 
qualification of alternate engine models (either variations of the 
flight test engines or other manufacturer's engines) additional 
simulator tests with the alternate engine models are required. Where 
thrust is different by more than 5% from the flight test engine, 
flight test data from an airplane equipped with the alternate engine 
is required. Where the airplane manufacturer certifies that the only 
impact on the simulator model is thrust, and that other variables 
related to the alternate engine (such as drag and thrust vector) are 
unchanged or are insignificantly changed, additional simulator tests 
may be run with the same initial conditions using the thrust from 
the flight test data as a driven parameter for the alternate engine 
model.
    (11) Motion System Tests:
    (a) The minimum excursions, accelerations, and velocities for 
pitch, roll, and yaw must be measurable about a single, common 
reference point and must be achieved by driving one degree of 
freedom at a time.
    (b) The minimum excursions, accelerations, and velocities for 
heave, sway, and surge may be measured about different but 
identifiable reference points and must also be achieved by driving 
one degree of freedom at a time.
    (12) For testing Computer Controlled Airplane (CCA) simulators, 
or other highly augmented airplane simulators, flight test data are 
required for both the Normal (N) and Non-normal (NN) control states, 
as indicated in this attachment except that some tests require data 
only in the Normal control state and are so noted. Where test 
results are independent of control state, Non-normal control data 
may be used. Tests for other levels of control state degradation may 
be required as detailed by the NSPM at the time of definition of a 
set of specific airplane tests for simulator data. 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. All tests in the Table of Objective Tests require test 
results in the Normal control state unless specifically noted 
otherwise in the additional requirements section following the CCA 
designation. Where applicable, flight test data must record Normal 
and Non-normal states for:
    (a) Pilot controller deflections or electronically generated 
inputs, including location of input; and
    (b) Flight control surface positions unless test results are not 
affected by, or are independent of, surface positions.
    (13) For computer controlled airplanes using airplane hardware 
(e.g., ``side stick controller'') in the simulator cockpit, some 
tests will not be required. Those tests are annotated in the 
``Additional Requirements'' column with the Computer Controlled 
Airplane (CCA) note--``test not required if cockpit controller is 
installed in the simulator.'' However, in these cases the sponsor 
must supply a statement that the airplane hardware meets and will 
continue to meet the appropriate manufacturer's specifications and 
the sponsor must have supporting information to that fact available 
for NSPM review.

End QPS Requirements

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

b. Discussion

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

Begin Information

    (1) 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.
    (2) 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 paragraph 3, Motion 
System, in the following table).
    (3) In the following Table of Objective Tests, the last column 
is titled ``Paragraph 8.'' A ``yes'' indication in that column 
directs the reader to paragraph 8 of this attachment for additional 
information relative to sources of data, procedures used to acquire 
the data, and instrumentation that may be used, as an alternative to 
those expected under normal flight test procedures and that may be 
used for that particular test for Level A or Level B simulators. 
Paragraph 8 also contains notes, reminders, and information 
applicable to that particular test for those simulator levels. These 
data sources, procedures, and instrumentation, if used, would be 
submitted in accordance with the alternative data provisions of 
Sec.  60.13 of Part 60 and Section 9 of this QPS attachment.
    (4) The reader is encouraged to review the Airplane Flight 
Simulator Evaluation Handbook, Volumes I and II, published by the 
Royal Aeronautical Society, London, UK, in February 1995 and July 
1996, respectively, and FAA Advisory Circulars (AC) 25-7, Flight 
Test Guide for Certification of Transport Category Airplanes, and 
(AC) 23-8A, Flight Test Guide for Certification of Part 23 
Airplanes, for references and examples regarding flight testing 
requirements and techniques.

End Information

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

                                                                Table of Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                    QPS requirements
------------------------------------------------------------------------------------------------------------------------
                                                                              Simulator  level                              Information      Paragraph 8
              Test                    Tolerance      Flight  conditions ----------------------------    Test details           notes
                                                                           A      B      C      D
--------------------------------------------------------------------------------------------------------------------------------------------------------
2. Performance
a. Taxi
------------------------------------------------------------------------
(1) Minimum Radius Turn........  +/-3 ft (0.9m) or   Ground/Takeoff....  .....     X      X      X   Record both Main    .................  Yes.
                                  20% of Airplane                                                     and Nosegear
                                  Turn Radius.                                                        turning radius.
                                                                                                      This test is to
                                                                                                      be accomplished
                                                                                                      without the use
                                                                                                      of brakes and
                                                                                                      only minimum
                                                                                                      thrust, except
                                                                                                      for airplanes
                                                                                                      requiring
                                                                                                      asymmetric thrust
                                                                                                      or braking to
                                                                                                      turn.
--------------------------------

[[Page 60332]]

 
(2) Rate of Turn vs. Nosewheel   +/-10% or +/-       Ground/Takeoff....  .....     X      X      X   Record a minimum    .................  Yes.
 Steering Angle.                  2[deg]/sec. Turn                                                    of two speeds,
                                  Rate.                                                               greater than
                                                                                                      minimum turning
                                                                                                      radius speed,
                                                                                                      with a spread of
                                                                                                      at least 5 knots.
--------------------------------
b. Takeoff
(1) Ground Acceleration Time     +/-5% Time and      Ground/Takeoff....     X      X      X      X   Record              .................  Yes.
 and Distance.                    Distance or +/-5%                                                   acceleration time
                                  Time and +/-200                                                     and distance for
                                  ft (61 m) of                                                        a minimum of 80%
                                  Distance.                                                           of the segment
                                                                                                      from brake
                                                                                                      release to VR.
                                                                                                      Preliminary
                                                                                                      aircraft
                                                                                                      certification
                                                                                                      data may be used..
--------------------------------
(2) Minimum Control Speed-       +/-25% of Maximum   Ground/Takeoff....     X      X      X      X   Engine failure      .................  Yes.
 Ground (Vmcg) using              Airplane Lateral                                                    speed must be
 aerodynamic controls only (per   Deviation or +/-5                                                   within +/-1 knot
 applicable Airworthiness         ft (1.5 m).                                                         of airplane
 Standard) or Low Speed, Engine   Additionally, for                                                   engine failure
 Inoperative Ground Control       those simulators                                                    speed. Engine
 Characteristics.                 of airplanes with                                                   thrust decay must
                                  reversible flight                                                   be that resulting
                                  control systems:                                                    from the
                                  Rudder Pedal                                                        mathematical
                                  Force; +/-10% or                                                    model for the
                                  +/- 5 lb (2.2                                                       engine variant
                                  daN).                                                               applicable to the
                                                                                                      simulator under
                                                                                                      test.
--------------------------------
(3) Minimum Unstick Speed (Vmu)  +/-3 Kts Airspeed   Ground/Takeoff....     X      X      X      X   Record main         .................  Yes.
 or equivalent as provided by     +/-1.5[deg] Pitch.                                                  landing gear
 the airplane manufacturer.                                                                           strut compression
                                                                                                      or equivalent air/
                                                                                                      ground signal.
                                                                                                      Record from 10
                                                                                                      Kts before start
                                                                                                      of rotation.
                                                                                                      Elevator input
                                                                                                      must precisely
                                                                                                      match airplane
                                                                                                      data. See 14CFR
                                                                                                      Sec.   25.107(d).
--------------------------------
(4) Normal Takeoff.............  +/-3 Kts Airspeed   Ground/Takeoff and     X      X      X      X   Record takeoff      .................  Yes.
                                  +/-1.5[deg] Pitch   First Segment                                   profile from
                                  +/-1.5[deg] Angle   Climb.                                          brake release to
                                  of Attack +/-20                                                     at least 200 ft
                                  ft (6 m)                                                            (61 m) above
                                  Altitude.                                                           ground level
                                  Additionally, for                                                   (AGL).
                                  those simulators
                                  of airplanes with
                                  reversible flight
                                  control systems:
                                  Stick/Column
                                  Force; +/- 10% or
                                  +/- 5 lb (2.2
                                  daN).
--------------------------------
(5) Critical Engine Failure on   +/-3 Kts Airspeed   Ground/Takeoff and     X      X      X      X   Record takeoff      .................  Yes.
 Takeoff.                         +/-1.5[deg]         First Segment                                   profile at near
                                  Pitch, +/-          Climb.                                          maximum takeoff
                                  1.5[deg] Angle of                                                   weight from prior
                                  Attack, +/-20 ft                                                    to engine failure
                                  (6 m) Altitude, +/                                                  to at least 200
                                  -2[deg] Bank and                                                    ft (61 m) AGL.
                                  Sideslip Angle.                                                     Engine failure
                                  Additionally, for                                                   speed must be
                                  those simulators                                                    within +/-3 Kts
                                  of airplanes with                                                   of airplane data.
                                  reversible flight                                                   CCA: Test in
                                  control systems:                                                    Normal AND Non-
                                  Stick/Column                                                        normal control
                                  Force; +/-10% or                                                    state.
                                  +/-5 lb (2.2
                                  daN)), Wheel
                                  Force; +/-10% or
                                  +/-1.3 daN (3
                                  lb)); and Rudder
                                  Pedal Force; +/-
                                  10% or +/-5 lb
                                  (2.2 daN).
--------------------------------

[[Page 60333]]

 
(6) Crosswind Takeoff..........  +/-3 Kts Airspeed,  Ground/Takeoff and     X      X      X      X   Record takeoff      .................  Yes.
                                  +/-1.5[deg]         First Segment                                   profile from
                                  Pitch, +/-          Climb.                                          brake release to
                                  1.5[deg] Angle of                                                   at least 200 ft
                                  Attack, +/-20 ft                                                    (61 m) AGL.
                                  (6 m) Altitude, +/                                                  Requires test
                                  -2[deg] Bank and                                                    data, including
                                  Sideslip Angle.                                                     information on
                                  Additionally, for                                                   wind profile
                                  those simulators                                                    (i.e., wind speed
                                  of airplanes with                                                   and direction vs.
                                  reversible flight                                                   altitude), for a
                                  control systems:                                                    crosswind
                                  Stick/Column                                                        component of at
                                  Force; +/-10% or                                                    least 20 Kts.,
                                  +/-5 lb (2.2                                                        but not more than
                                  daN); Wheel                                                         the maximum (or
                                  Force; +/-10% or                                                    maximum
                                  +/-3 lb (1.3daN);                                                   demonstrated)
                                  and Rudder Pedal                                                    crosswind for the
                                  Force; +/-10% or                                                    airplane.
                                  +/-5 lb (2.2 daN).
--------------------------------
(7) Rejected Takeoff...........  +/-5% Time or +/-   Ground/Takeoff....     X      X      X      X   Record time and     Autobrakes will    Yes.
                                  1.5 sec; +/-7.5%                                                    distance from       be used where
                                  Distance or +/-                                                     brake application   applicable.
                                  250 ft (+/-76 m.                                                    to full stop. The
                                                                                                      airplane must be
                                                                                                      at or near the
                                                                                                      maximum takeoff
                                                                                                      gross weight. Use
                                                                                                      maximum braking
                                                                                                      effort, auto or
                                                                                                      manual.
--------------------------------
(8) Dynamic Engine Failure       +/-20% Body Rates.  1st Segment Climb.  .....  .....     X      X   Engine failure      For safety         ............
 After Takeoff.                                                                                       speed must be       considerations,
                                                                                                      within +/-3 Kts     airplane flight
                                                                                                      of airplane data.   test may be
                                                                                                      Record Hands Off    performed out of
                                                                                                      from 5 secs.        ground effect at
                                                                                                      before to 5 secs.   a safe altitude,
                                                                                                      after engine        but with correct
                                                                                                      failure or          airplane
                                                                                                      30[deg] Bank,       configuration
                                                                                                      whichever occurs    and airspeed.
                                                                                                      first, and then
                                                                                                      Hands On until
                                                                                                      wings level
                                                                                                      recovery. Engine
                                                                                                      failure may be a
                                                                                                      snap deceleration
                                                                                                      to idle. (CCA:
                                                                                                      Test in Normal
                                                                                                      AND Non-normal
                                                                                                      control state).
--------------------------------
c. Climb
------------------------------------------------------------------------
(1) Normal Climb...............  +/-3 kts Airspeed,  All Engines            X      X      X      X   Record results at   .................  Yes.
                                  +/-5% or +/-100     Operating..                                     nominal climb
                                  FPM (0.5 m/Sec.)                                                    speed and at
                                  Climb Rate.                                                         nominal altitude.
                                                                                                      Manufacturer's
                                                                                                      gross climb
                                                                                                      gradient may be
                                                                                                      used for flight
                                                                                                      test data. May be
                                                                                                      a Snapshot Test.
--------------------------------

[[Page 60334]]

 
(2) One engine Inoperative       +/-3 kts Airspeed,  Second Segment         X      X      X      X   Record results at   .................  Yes.
 Second Segment Climb.            +/-5% or +/-100     Climb with one                                  airplane limiting
                                  FPM (0.5 m/Sec.)    engine                                          conditions of
                                  Climb Rate, but     inoperative.                                    weight, altitude,
                                  not less than the                                                   & temperature.
                                  FAA-Approved                                                        Manufacturer's
                                  Airplane Flight                                                     gross climb
                                  Manual (AFM) Rate                                                   gradient may be
                                  of Climb.                                                           used for flight
                                                                                                      test data. May be
                                                                                                      a Snapshot Test.
--------------------------------
(3) One Engine Inoperative En    +/-10% Time, +/-    En route Climb....  .....  .....     X      X   Record results for
 route Climb.                     10% Distance, +/-                                                   at least a 5000
                                  10% Fuel Used.                                                      ft (1550 m) climb
                                                                                                      segment. Approved
                                                                                                      Performance
                                                                                                      Manual data may
                                                                                                      be used.
--------------------------------
(4) One Engine Inoperative       +/-3 Kts Airspeed,  Approach Climb         X      X      X      X   Record results at   .................  Yes.
 Approach Climb (if Approved      +/-5% or +/-100     With One Engine                                 not less than 80%
 AFM requires specific            FPM (0.5 m/Sec.)    Inoperative.                                    of the FAA-
 performance in icing             Climb Rate, but                                                     certificated
 conditions).                     not less than the                                                   maximum landing
                                  Approved AFM Rate                                                   weight.
                                  of Climb.                                                           Manufacturer's
                                                                                                      gross climb
                                                                                                      gradient may be
                                                                                                      used for flight
                                                                                                      test data. May be
                                                                                                      a Snapshot Test.
--------------------------------
d. Cruise
------------------------------------------------------------------------
(1) Level Acceleration and       +/-5% Time........  Cruise............     X      X      X      X   Record results for
 Deceleration.                                                                                        a minimum of 50
                                                                                                      Kts speed change.
--------------------------------
(2) Cruise Performance.........  +/-.05 EPR +/-5%    Cruise............  .....  .....     X      X   May be a Snapshot
                                  of N1 and N2, +/-                                                   Test; however, a
                                  5% of Torque, +/-                                                   minimum of 2
                                  5% of Fuel Flow.                                                    consecutive
                                                                                                      snapshots with a
                                                                                                      spread of at
                                                                                                      least 5 minutes
                                                                                                      will be required.
--------------------------------
e. Ground Deceleeration
------------------------------------------------------------------------
(1) Deceleration Time and        +/-5% of Time. For  Landing, Dry           X      X      X      X   Record time and     Data is required   Yes.
 Distance, using manual           distance up to      Runway.                                         distance for at     for medium,
 application of wheel brakes      4000 ft (1220 m):                                                   least 80% of the    light, and near
 and no reverse thrust.           +/-200 ft (61 m)                                                    segment from        maximum landing
                                  or +/-10%,                                                          touch down to       gross weights.
                                  whichever is                                                        full stop. Data
                                  smaller. For                                                        on brake system
                                  distance greater                                                    pressure and
                                  than 4000 ft                                                        position of
                                  (1220 m): +/-5%                                                     ground spoilers
                                  of distance.                                                        (including method
                                                                                                      of deployment, if
                                                                                                      used) must be
                                                                                                      provided.
                                                                                                      Engineering data
                                                                                                      may be used for
                                                                                                      the medium and
                                                                                                      light gross
                                                                                                      weight conditions.
--------------------------------

[[Page 60335]]

 
(2) Deceleration Time and        +/-5% Time and the  Landing, Dry           X      X      X      X   Record time and     Data is required   Yes.
 Distance, using reverse thrust   smaller of +/-10%   Runway.                                         distance for at     for medium,
 and no wheel brakes.             or +/-200 ft (61                                                    least 80% of the    light, and near
                                  m) of Distance.                                                     total               maximum landing
                                                                                                      demonstrated        gross weights.
                                                                                                      reverse thrust
                                                                                                      segment. Data on
                                                                                                      the position of
                                                                                                      ground spoilers,
                                                                                                      (including method
                                                                                                      of deployment, if
                                                                                                      used) must be
                                                                                                      provided.
                                                                                                      Engineering data
                                                                                                      may be used for
                                                                                                      the medium and
                                                                                                      light gross
                                                                                                      weight conditions.
--------------------------------
(3) Deceleration Distance,       +/-10% of Distance  Landing, Wet        .....  .....     X      X   The FAA-approved
 using wheel brakes and no        or +/-200 ft (61    Runway.                                         AFM data or FAA
 reverse thrust.                  m).                                                                 accepted ground
                                                                                                      handling model
                                                                                                      calculations are
                                                                                                      permissible.
--------------------------------
(4) Deceleration Distance,       +/-10% of Distance  Landing, Icy        .....  .....     X      X   The FAA-approved
 using wheel brakes and no        or +/-200 ft (61    Runway.                                         AFM data or FAA
 reverse thrust.                  m).                                                                 accepted ground
                                                                                                      handling model
                                                                                                      calculations are
                                                                                                      permissible.
--------------------------------
f. Engines
------------------------------------------------------------------------
(1) Acceleration...............  +/-10% Ti, +/-10%   Approach or            X      X      X      X   Record engine       .................  Yes
                                  Tt.                 landing.                                        power (N1, N2,
                                                                                                      EPR, Torque,
                                                                                                      etc.) from idle
                                                                                                      to go-around
                                                                                                      power for a rapid
                                                                                                      (slam) throttle
                                                                                                      movement.
--------------------------------
(2) Deceleration...............  +/-10% Ti, +/-10%   Ground/Takeoff....  .....  .....  .....  .....  Record engine       .................  Yes.
                                  Tt.                                                                 power (N1, N2,
                                                                                                      EPR, Torque,
                                                                                                      etc.) from Max T/
                                                                                                      O power to 90%
                                                                                                      decay of Max T/O
                                                                                                      power for a rapid
                                                                                                      (slam) throttle
                                                                                                      movement.
3. HANDLING QUALITIES
------------------------------------------------------------------------

[[Page 60336]]

 
  For simulators requiring
Static or Dynamic tests at the
controls (i.e., column, wheel,
rudder pedal), special test
fixtures will not be required
during initial or upgrade
evaluations if the sponsor's
QTG/MQTG shows both test
fixture results and the results
of an alternative approach,
such as computer plots produced
concurrently, that show
satisfactory agreement. Repeat
of the alternative method
during the initial or upgrade
evaluation would then satisfy
this test requirement. For
initial and upgrade
evaluations, the control
dynamic characteristics must be
measured at and recorded
directly from the cockpit
controls, and must be
accomplished in takeoff,
cruise, and landing flight
conditions and configurations.
Contact the NSPM for
clarification of any issue
regarding airplanes with
reversible controls.
--------------------------------
a. Static Control Checks
------------------------------------------------------------------------
(1) Column Position vs. Force    Breakout: +/-2 lb   Ground............     X      X      X      X   Record results for  .................  Yes.
 and Surface Position             (0.9 daN). Force:                                                   an uninterrupted
 Calibration.                     +/-10% or +/-5 lb                                                   control sweep to
                                  (2.2 daN) and +/-                                                   the stops. CCA:
                                  2[deg] Elevator.                                                    Position vs.
                                                                                                      force not
                                                                                                      required if
                                                                                                      cockpit
                                                                                                      controller is
                                                                                                      installed in the
                                                                                                      simulator.
--------------------------------
(2) Wheel Position vs. Force     Breakout: +/-2 lb   Ground............     X      X      X      X   Record results for  .................  Yes.
 and Surface Position             (0.9 daN). Force:                                                   an uninterrupted
 Calibration.                     +/-10% or +/-3 lb                                                   control sweep to
                                  (1.3 daN) and +/-                                                   the stops. CCA:
                                  1[deg] Aileron, +/                                                  Position vs.
                                  -3[deg] Spoiler                                                     force not
                                  Angle.                                                              required if
                                                                                                      cockpit
                                                                                                      controller is
                                                                                                      installed in the
                                                                                                      simulator.
--------------------------------
(3) Rudder Pedal Position vs.    Breakout: +/-5 lb   Ground............     X      X      X      X   Record results for  .................  Yes.
 Force and Surface Position       (2.2 daN). Force                                                    an uninterrupted
 Calibration.                     +/-10% or +/-5 lb                                                   control sweep to
                                  (2.2 daN) and +/-                                                   the stops.
                                  2[deg] Rudder
                                  Angle.
--------------------------------
(4) Nosewheel Steering Force &   Breakout: +/-2 lb   Ground............     X      X      X      X   Record results of   .................  Yes.
 Position.                        (0.9 daN). Force:                                                   an uninterrupted
                                  +/-10% or +/-3 lb                                                   control sweep to
                                  (1.3 daN) and +/-                                                   the stops.
                                  2[deg] Nosewheel
                                  Angle.
--------------------------------
(5) Rudder Pedal Steering        +/-2[deg]           Ground............     X      X      X      X   Record results of   .................  Yes.
 Calibration.                     Nosewheel Angle,                                                    an uninterrupted
                                  +/-0.5[deg]                                                         control sweep to
                                  Deadband.                                                           the stops.
--------------------------------

[[Page 60337]]

 
(6) Pitch Trim Calibration       +/-0.5[deg] of      Ground and Go          X      X      X      X   Trim rate must be   .................  Yes.
 (Indicator vs. Computed) and     Computed Trim       Around.                                         checked using the
 Rate.                            Angle, +/-10%                                                       pilot primary
                                  Trim Rate.                                                          trim control
                                                                                                      (ground) and
                                                                                                      using the
                                                                                                      autopilot or
                                                                                                      pilot primary
                                                                                                      trim control in
                                                                                                      flight at go-
                                                                                                      around flight
                                                                                                      conditions.
--------------------------------
(7) Alignment of Power Lever     +/-5[deg] of Power  Ground............     X      X      X      X   Requires recording  .................  Yes.
 Angle vs. Selected Engine        Lever Angle.                                                        for all engines.
 Parameter (e.g., EPR, N1,                                                                            No simulator
 Torque, etc.).                                                                                       throttle position
                                                                                                      may be more than
                                                                                                      5[deg] (in either
                                                                                                      direction) from
                                                                                                      the airplane
                                                                                                      throttle
                                                                                                      position. Also,
                                                                                                      no simulator
                                                                                                      throttle position
                                                                                                      may differ from
                                                                                                      any other
                                                                                                      simulator
                                                                                                      throttle position
                                                                                                      by more than
                                                                                                      5[deg]. Where
                                                                                                      power levers do
                                                                                                      not have angular
                                                                                                      travel, a
                                                                                                      tolerance of +/-
                                                                                                      0.8 in (2 cm)
                                                                                                      applies. In the
                                                                                                      case of propeller
                                                                                                      powered
                                                                                                      airplanes, if a
                                                                                                      propeller lever
                                                                                                      is present, it
                                                                                                      must also be
                                                                                                      checked. May be a
                                                                                                      series of
                                                                                                      shapshot test
                                                                                                      results.
--------------------------------
(8) Brake Pedal Position vs.     +/-5 lb (2.2 daN)   Ground............     X      X      X      X   Hydraulic system    .................  Yes.
 Force and Brake System           or 10% Force, +/-                                                   pressure must be
 Pressure.                        150 psi (1.0 MPa)                                                   related to pedal
                                  or +/-10% Brake                                                     position through
                                  System Pressure.                                                    a ground static
                                                                                                      test.
--------------------------------
b. Dynamic Control Checks
------------------------------------------------------------------------
(1) Pitch Control..............  +/-10% of time for  Takeoff, Cruise,    .....  .....     X      X   Data must show      ``n'' is the
                                  first zero          and Landing.                                    normal control      sequential
                                  crossing and +/-                                                    displacement in     period of a full
                                  10 (n+1)% of                                                        both directions.    cycle of
                                  period                                                              Tolerances apply    oscillation.
                                  thereafter, +/-                                                     against the         Refer to
                                  10% amplitude of                                                    absolute values     paragraph 3 of
                                  first overshoot,                                                    of each period      this attachment
                                  +/-20% of                                                           (considered         for more
                                  amplitude of 2nd                                                    independently).     information.
                                  and subsequent                                                      Normal control
                                  overshoots                                                          displacement for
                                  greater than 5%                                                     this test is 25%
                                  of initial                                                          to 50% of full
                                  displacement                                                        throw. CCA: Test
                                  (Ad), +/-1                                                          not required if
                                  overshoot.                                                          cockpit
                                                                                                      controller is
                                                                                                      installed in the
                                                                                                      simulator.
--------------------------------

[[Page 60338]]

 
(2) Roll Control...............  +/-10% of time for  Takeoff, Cruise,    .....  .....     X      X   Data must show      ``n'' is the
                                  first zero          and Landing.                                    normal control      sequential
                                  crossing, and +/-                                                   displacement in     period of a full
                                  10 (n+/-1)% of                                                      both directions.    cycle of
                                  period                                                              Tolerances apply    oscillation.
                                  thereafter, +/-                                                     against the         Refer to
                                  10% amplitude of                                                    absolute values     paragraph 3 of
                                  first overshoot,                                                    of each period      this attachment
                                  +/-20% of                                                           (considered         for more
                                  amplitude of 2nd                                                    independently).     information.
                                  and subsequent                                                      Normal control
                                  overshoots                                                          displacement for
                                  greater than 5%                                                     this test is 25%
                                  of initial                                                          to 50% of full
                                  displacement                                                        throw. CCA: Test
                                  (Ad), +/-1                                                          not required if
                                  overshoot.                                                          cockpit
                                                                                                      controller is
                                                                                                      installed in the
                                                                                                      simulator.
--------------------------------
(3) Yaw Control................  +/-10% of time for  Takeoff, Cruise,    .....  .....     X      X   Data must show      ``n'' is the
                                  first zero          and Landing.                                    normal control      sequential
                                  crossing, and +/-                                                   displacement in     period of a full
                                  10 (n+/-1)% of                                                      both directions.    cycle of
                                  period                                                              Tolerances apply    oscillation.
                                  thereafter, +/-                                                     against the         Refer to
                                  10% amplitude of                                                    absolute values     paragraph 3 of
                                  first overshoot,                                                    of each period      this attachment
                                  +/-20% of                                                           (considered         for more
                                  amplitude of 2nd                                                    independently).     information.
                                  and subsequent                                                      Normal control
                                  overshoots                                                          displacement for
                                  greater than 5%                                                     this test is 25%
                                  of initial                                                          to 50% of full
                                  displacement                                                        throw.
                                  (Ad), +/-1
                                  overshoot.
--------------------------------
(4) Small Control Inputs.......  +/-20% Body Rates.  Cruise and          .....  .....     X      X   This test is
                                                      Approach.                                       applicable in all
                                                                                                      three axes. Small
                                                                                                      control inputs
                                                                                                      are 5% of total
                                                                                                      travel.
--------------------------------
c. Longitudinal........................................................  .....  .....
------------------------------------------------------------------------
(1) Power Change Dynamics......  +/-3 Kts Airspeed,  Approach..........     X      X      X      X   Wing flaps must     .................  Yes.
                                  +/-100 ft (30 m)                                                    remain in the
                                  Altitude, +/-20%                                                    approach
                                  or +/-1.5[deg]                                                      position. Record
                                  Pitch.                                                              the uncontrolled
                                                                                                      free response
                                                                                                      from 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 state.).
--------------------------------
(2) Flap/Slat Change Dynamics..  +/-3 Kts Airspeed,  Takeoff, and           X      X      X      X   Record the          .................  Yes.
                                  +/-100 ft (30 m)    Approach.                                       uncontrolled free
                                  Altitude, +/-20%                                                    response from 5
                                  or +/-1.5[deg]                                                      seconds before
                                  Pitch.                                                              the configuration
                                                                                                      change is
                                                                                                      initiated to 15
                                                                                                      seconds after the
                                                                                                      configuration
                                                                                                      change is
                                                                                                      completed. (CCA:
                                                                                                      Test in Normal
                                                                                                      and Non-normal
                                                                                                      control state).
--------------------------------

[[Page 60339]]

 
(3) Spoiler/Speedbrake Change    +/-3 Kts Airspeed,  Cruise............     X      X      X      X   Record the          .................  Yes.
 Dynamics.                        +/-100 ft (30 m)                                                    uncontrolled free
                                  Altitude, +/-20%                                                    response from 5
                                  or +/-1.5[deg]                                                      seconds before
                                  Pitch.                                                              the configuration
                                                                                                      change is
                                                                                                      initiated to 15
                                                                                                      seconds after the
                                                                                                      configuration
                                                                                                      change is
                                                                                                      completed. (CCA:
                                                                                                      Test in Normal
                                                                                                      and Non-normal
                                                                                                      control state).
--------------------------------
(4) Gear Change Dynamics.......  +/-3 Kts Airspeed,  Takeoff, Second        X      X      X      X   Record the time     .................  Yes.
                                  +/-100 ft (30 m)    Segment Climb,                                  history of
                                  Altitude, +/-20%    and Approach.                                   uncontrolled free
                                  or +/-1.5[deg]                                                      response for a
                                  Pitch.                                                              time increment
                                                                                                      from 5 seconds
                                                                                                      before the
                                                                                                      configuration
                                                                                                      change is
                                                                                                      initiated to 15
                                                                                                      seconds after the
                                                                                                      configuration
                                                                                                      change is
                                                                                                      completed. (CAA:
                                                                                                      Test in Normal
                                                                                                      and Non-normal
                                                                                                      control state).
--------------------------------
(5) Alternate Landing Gear and   +/-1 second or +/-  Takeoff and            X      X      X      X   Record all data     Intermediate       Yes.
 Alternate Flap/Slat Operating    10% of Time.        Approach.                                       throughout full     increment times
 Times.                                                                                               range. Record       are not required.
                                                                                                      extension and
                                                                                                      retraction for
                                                                                                      alternate flap
                                                                                                      operation. Record
                                                                                                      extension only
                                                                                                      for alternate
                                                                                                      gear operation.
                                                                                                      Tabular data from
                                                                                                      production
                                                                                                      airplanes are
                                                                                                      acceptable.
--------------------------------
(6) Longitudinal Trim..........  +/-1[deg] Pitch     Cruise, Approach,      X      X      X      X   May be Snapshot     .................  Yes.
                                  Control (Stab and   and Landing.                                    Tests. (CCA: Test
                                  Elev.), +/-1[deg]                                                   in Normal and Non-
                                  Pitch Angle, +/-                                                    normal control
                                  5% Net Trust or                                                     state).
                                  Equivalent.
--------------------------------
(7) Longitudinal Maneuvering     +/-5 lb (+/-2.2     Cruise, Approach,      X      X      X      X   Record results for  .................  Yes.
 Stability (Stick Force/g).       daN) or +/-10%      and Landing.                                    approximately
                                  Column Force or                                                     20[deg] and
                                  Equivalent                                                          30[deg] of bank
                                  Surface Position.                                                   for approach and
                                                                                                      landing
                                                                                                      configurations.
                                                                                                      Record results
                                                                                                      for approximately
                                                                                                      20[deg], 30[deg],
                                                                                                      and 45[deg] of
                                                                                                      bank for the
                                                                                                      cruise
                                                                                                      configuration.
                                                                                                      May be a series
                                                                                                      of shapshot test
                                                                                                      results. (CCA:
                                                                                                      Test in Normal
                                                                                                      and Non-normal
                                                                                                      control state).
--------------------------------

[[Page 60340]]

 
(8) Longitudinal Static          +/-5 lb (+/-2.2     Approach..........     X      X      X      X   Record results for  .................  Yes.
 Stability.                       daN) or +/-10%                                                      at least 2 speeds
                                  Column Force or                                                     above and 2
                                  Equivalent                                                          speeds below trim
                                  Surface Position.                                                   speed. May be a
                                                                                                      series of
                                                                                                      shapshot test
                                                                                                      results. (CCA:
                                                                                                      Test in Normal or
                                                                                                      Non-normal
                                                                                                      control state).
--------------------------------
(9) Stick Shaker, Airframe       +/-3 Kts Airspeed,  Second Segment         X      X      X      X   Record the stall    .................  Yes.
 Buffet, Stall Speeds.            +/-2[deg] Bank      Climb, and                                      warning signal
                                  for speeds higher   Approach or                                     and buffet on-
                                  than stick shaker   Landing.                                        set, if
                                  or initial                                                          applicable. The
                                  buffet, Airplanes                                                   signal must occur
                                  with reversible                                                     in the proper
                                  flight control                                                      relation to
                                  systems, +/-10%                                                     buffet/stall.
                                  or +/-5 lb (2.2                                                     Airplanes
                                  daN)) Stick/                                                        exhibiting a
                                  Column force.                                                       sudden pitch
                                                                                                      attitude change
                                                                                                      or ``g break''
                                                                                                      must demonstrate
                                                                                                      this
                                                                                                      characteristic.
                                                                                                      (CCA: Test in
                                                                                                      Normal and Non-
                                                                                                      normal control
                                                                                                      state).
--------------------------------
(10) Phugoid Dynamics..........  +/-10% of Period,   Cruise............     X      X      X      X   The test must       .................  Yes.
                                  +/-10% of Time to                                                   include whichever
                                  \1/2\ or Double                                                     is less of the
                                  Amplitude or +/-                                                    following: Three
                                  .02 of Damping                                                      full cycles (six
                                  Ratio.                                                              overshoots after
                                                                                                      the input is
                                                                                                      completed), or
                                                                                                      The number of
                                                                                                      cycles sufficient
                                                                                                      to determine time
                                                                                                      to \1/2\ or
                                                                                                      double amplitude.
                                                                                                      (CCA: Test in Non-
                                                                                                      normal control
                                                                                                      state).
--------------------------------
(11) Short Period Dynamics.....  +/-1.5[deg] Pitch   Cruise............  .....     X      X      X   (CCA: Test in       .................  Yes.
                                  or +/-2[deg]/sec.                                                   Normal and Non-
                                  Pitch Rate, +/-                                                     normal control
                                  0.10g                                                               state).
                                  Acceleration.
--------------------------------
d. Lateral Directional
------------------------------------------------------------------------
(1) Minimum Control Speed, Air   +/-3 Kts Airspeed.  Takeoff or Landing     X      X      X      X   (CCA: Test in       Low Speed Engine   Yes.
 (Vmca), per Applicable                               (Whichever is                                   Normal or Non-      Inoperative
 Airworthiness Standard or Low                        most critical in                                normal control      Handling may be
 Speed Engine Inoperative                             the airplane).                                  state).             governed by a
 Handling Characteristics in                                                                                              performance or
 Air.                                                                                                                     control limit
                                                                                                                          that prevents
                                                                                                                          demonstration of
                                                                                                                          Vmca in the
                                                                                                                          conventional
                                                                                                                          manner.
--------------------------------
(2) Roll Response (Rate).......  +/-10% Roll Rate    Cruise, and            X      X      X      X   Record results for
                                  or +/- 2[deg]/      Approach or                                     normal wheel
                                  sec.                Landing.                                        deflection (about
                                  Additionally, for                                                   30%).
                                  those simulators
                                  of airplanes with
                                  reversible flight
                                  control systems:
                                  wheel force +/-
                                  10% or +/-3lb
                                  (1.3 daN).
--------------------------------

[[Page 60341]]

 
(3) Roll Response to Cockpit     +/-10% or +/-       Approach or            X      X      X      X   Record from         .................  Yes.
 Roll Controller Step Input.      2[deg]/sec. roll    Landing.                                        initiation of
                                  rate.                                                               roll through 15
                                                                                                      seconds after
                                                                                                      control is
                                                                                                      returned to
                                                                                                      neutral and
                                                                                                      released. After
                                                                                                      the roll rate is
                                                                                                      established, the
                                                                                                      controller is
                                                                                                      returned to
                                                                                                      neutral and the
                                                                                                      remaining
                                                                                                      response is to be
                                                                                                      ``hands-off.''
                                                                                                      (CCA: Test in
                                                                                                      Normal and Non-
                                                                                                      normal control
                                                                                                      state).
--------------------------------
(4) Spiral Stability...........  +/-2[deg] Bank or   Cruise............     X      X      X      X   Record results for  .................  Yes.
                                  +/-10% in 20                                                        both directions.
                                  seconds. Bank                                                       Airplane data
                                  must be in the                                                      averaged from
                                  proper direction.                                                   multiple tests
                                                                                                      may be used.
                                                                                                      (CCA: Test in Non-
                                                                                                      normal control
                                                                                                      state).
--------------------------------
(5) Engine Inoperative Trim....  +/-1[deg] Rudder    Second Segment         X      X      X      X   May be Snapshot     .................  Yes.
                                  angle or +/-        Climb, and                                      Tests.
                                  1[deg] Tab angle    Approach or
                                  or equivalent       Landing.
                                  pedal, +/-2[deg]
                                  Sideslip angle.
--------------------------------
(6) Rudder Response............  +/-2[deg]/sec. or   Approach or            X      X      X      X   Record results for  .................  Yes.
                                  +/-10% Yaw Rate.    Landing.                                        stability
                                                                                                      augmentation
                                                                                                      system ON and
                                                                                                      OFF. A rudder
                                                                                                      step input of 20%-
                                                                                                      30% rudder pedal
                                                                                                      throw is used.
                                                                                                      (CCA: Test in
                                                                                                      Normal and Non-
                                                                                                      normal control
                                                                                                      state).
--------------------------------
(7) Dutch Roll, (Yaw Damper      +/-0.5 sec. or +/-  Cruise, and            X      X      X      X   Record results for  .................  Yes.
 OFF).                            10% of period, +/-  Approach or                                     at least 6 cycles
                                  10% of time to \1/  Landing.                                        with stability
                                  2\ or double                                                        augmentation OFF.
                                  amplitude or +/-                                                    (CCA: Test in Non-
                                  .02 of damping                                                      normal control
                                  ratio, +/-20% or                                                    state).
                                  +/-1 sec. of time
                                  difference
                                  between peaks of
                                  bank and sideslip.
--------------------------------
(8) Steady State Sideslip......  For given rudder    Approach or            X      X      X      X   Propeller driven    .................  Yes.
                                  position +/-        Landing.                                        airplanes must
                                  2[deg] Bank, +/-                                                    test in each
                                  1[deg] Sideslip,                                                    direction. May be
                                  +/-10% or +/-                                                       a series of
                                  2[deg] Aileron, +/                                                  shapshot test
                                  -10% or +/-5[deg]                                                   results using at
                                  Spoiler or                                                          least two rudder
                                  equivalent wheel                                                    positions.
                                  position or
                                  force.
                                  Additionally, for
                                  those simulators
                                  of airplanes with
                                  reversible flight
                                  control systems:
                                  Wheel force, +/-
                                  10% or +/-3 lb
                                  (1.3 daN), and
                                  Rudder pedal
                                  force, +/-10% or
                                  +/-5 lb (2.2 daN).
--------------------------------
e. Landings
------------------------------------------------------------------------

[[Page 60342]]

 
(1) Normal Landing.............  +/-3 Kts Airspeed,  Landing...........  .....     X      X      X   Record results      Derotation may be  Yes.
                                  +/-1.5[deg]                                                         from a minimum of   shown as a
                                  Pitch, +/-                                                          200 ft (61 m) AGL   separate segment
                                  1.5[deg] Angle of                                                   to nose-wheel       from the time of
                                  Attack, +/-10% or                                                   touchdown.          MLG touch down.
                                  +/-10 ft (3 m)                                                      Results with
                                  Altitude.                                                           medium, light,
                                  Additionally, for                                                   and near maximum
                                  those simulators                                                    landing weights
                                  of airplanes with                                                   must be shown.
                                  reversible flight                                                   (CCA: Test in
                                  control systems:                                                    Normal and Non-
                                  Stick/Column                                                        normal control
                                  Force +/-10% or +/                                                  state).
                                  -5 lbs (+/-2.2
                                  daN).
--------------------------------
(2) Minimum/No Flap Landing....  +/-3 Kts Airspeed,  Minimum Certified   .....  .....     X      X   Record results      Derotation may be  ............
                                  +/-1.5[deg]         Landing Flap                                    from a minimum of   shown as a
                                  Pitch, +/-          Configuration.                                  200 ft (61 m) AGL   separate segment
                                  1.5[deg] Angle of                                                   to nosewheel        from the time of
                                  Attack, +/-10% or                                                   touchdown with      MLG touch down.
                                  +/-10 ft (3 m)                                                      airplane at near
                                  Altitude.                                                           Maximum Landing
                                  Additionally, for                                                   Weight.
                                  those simulators
                                  of airplanes with
                                  reversible flight
                                  control systems:
                                  Stick/Column
                                  Force, +/-10% or
                                  +/-5 lbs 9/2.2
                                  daN).
--------------------------------
(3) Crosswind Landing..........  +/-3 Kts Airspeed,  Landing...........  .....     X      X      X   Record results      .................  Yes.
                                  +/-1.5[deg]                                                         from a minimum of
                                  Pitch, +/-                                                          200 ft (61 m)
                                  1.5[deg] Angle of                                                   AGL, through
                                  Attack, +/-10% or                                                   nosewheel touch
                                  +/-10 ft (3 m)                                                      down, to 50% of
                                  Altitude, +/-                                                       VREF speed. Use
                                  2[deg] Bank                                                         maximum
                                  Angle, +/-2[deg]                                                    demonstrated
                                  Sideslip Angle.                                                     crosswind if
                                  Additionally, for                                                   available. If not
                                  those simulators                                                    available use 20
                                  of airplanes with                                                   kts.
                                  reversible flight
                                  control systems:
                                  Wheel force, +/-
                                  10% or +/-3 lb
                                  (1.3 daN) and
                                  Rudder pedal
                                  force, +/-10% or
                                  +/-5 lb (2.2 daN).
--------------------------------
(4) One Engine Inoperative       +/-3 Kts Airspeed,  Landing...........  .....     X      X      X   Record results      .................  Yes.
 Landing (Not required for        +/-1.5[deg]                                                         from a minimum of
 Single-engine airplanes.).       Pitch, +/-                                                          200 ft (61 m)
                                  1.5[deg] Angle of                                                   AGL, through
                                  Attack, +/-10%                                                      nosewheel touch
                                  Altitude or +/-10                                                   down, to 50% of
                                  ft (3 m), +/-                                                       VREF speed.
                                  2[deg] Bank
                                  Angle, +/-2[deg]
                                  Sideslip Angle.
--------------------------------
(5) Autoland (if applicable)...  +/-5 ft (1.5 m)     Landing...........  .....  .....     X      X   Record Lateral      This test is not
                                  Flare Height, +/-                                                   Deviation and       a substitute for
                                  0.5 sec Tf, +/-                                                     continue to         the Ground
                                  140 ft/min (.7 m/                                                   Autopilot           Effects test
                                  sec) Rate of                                                        disconnect.         requirement.
                                  Descent at Touch-
                                  down, +/-10 ft (3
                                  m) Lateral
                                  Deviation from
                                  Maximum
                                  demonstrated
                                  crosswind
                                  (autoland)
                                  deviation.
--------------------------------

[[Page 60343]]

 
(6) Go Around..................  +/-3 Kts Airspeed,  Go Around.........  .....  .....     X      X   Additionally, a Go
                                  +/-1.5[deg]                                                         Around with an
                                  Pitch, +/-                                                          engine
                                  1.5[deg] Angle of                                                   inoperative is
                                  Attack.                                                             required. This
                                                                                                      test must be
                                                                                                      conducted at near
                                                                                                      maximum landing
                                                                                                      weight and with
                                                                                                      the critical
                                                                                                      engine
                                                                                                      inoperative. (Not
                                                                                                      required for
                                                                                                      single-engine
                                                                                                      airplanes.) A
                                                                                                      normal, all-
                                                                                                      engines-
                                                                                                      operating, Go
                                                                                                      Around with the
                                                                                                      autopilot engaged
                                                                                                      must also be
                                                                                                      demonstrated (if
                                                                                                      applicable) at
                                                                                                      medium landing
                                                                                                      weight. (CCA:
                                                                                                      Test in Normal
                                                                                                      and Non-normal
                                                                                                      control state).
--------------------------------
(7) Directional Control (Rudder  +/-2 deg/sec yaw    On Ground.........  .....     X      X      X   Record results
 Effectiveness) with symmetric    rate.                                                               from a speed
 reverse thrust.                                                                                      approximating
                                                                                                      touchdown speed
                                                                                                      to the minimum
                                                                                                      thrust reverser
                                                                                                      operation speed.
                                                                                                      Airplane
                                                                                                      manufacturer's
                                                                                                      engineering
                                                                                                      simulator data
                                                                                                      may be considered
                                                                                                      as an
                                                                                                      alternative. Yaw
                                                                                                      control is
                                                                                                      applied in both
                                                                                                      directions until
                                                                                                      reaching minimum
                                                                                                      thrust reverser
                                                                                                      operation speed.
--------------------------------
(8) Directional Control (Rudder  +/-5 knots........  On Ground.........  .....     X      X      X   Maintain heading
 Effectiveness) with asymmetric                                                                       with yaw control.
 reverse thrust.                                                                                      Record results
                                                                                                      from a speed
                                                                                                      approximating
                                                                                                      touchdown speed
                                                                                                      to a speed at
                                                                                                      which control of
                                                                                                      yaw cannot be
                                                                                                      maintained. The
                                                                                                      tolerance applies
                                                                                                      to this lower
                                                                                                      speed. Airplane
                                                                                                      manufacturer's
                                                                                                      engineering
                                                                                                      simulator data
                                                                                                      may be considered
                                                                                                      as an alternative.
--------------------------------
f. Ground Effect
--------------------------------
Demonstrate Longitudinal Ground  +/-1[deg] Elevator  Landing...........  .....     X      X      X   The Ground Effect   The test selected  Yes.
 Effect.                          or Stabilizer                                                       model must be       for validation
                                  Angle, and +/-5%                                                    validated by the    is at the option
                                  Net Thrust or                                                       test selected and   of the sponsor.
                                  Equivalent, and +/                                                  a rationale must    See paragraph 6,
                                  -1[deg] Angle of                                                    be provided for     Ground Effect,
                                  Attack, and +/-                                                     selecting the       in this
                                  10% Height/                                                         particular test.    attachment for
                                  Altitude or +/-5                                                                        additional
                                  ft (1.5 m), and +/                                                                      information.
                                  -3 Knots
                                  Airspeed, and +/-
                                  1[deg] Pitch
                                  Attitude.
--------------------------------

[[Page 60344]]

 
g. Brake Fade
-------------------------------------------------------------------------------
Demonstrate Decreased Braking    None..............  Takeoff or Landing  .....  .....     X      X   An SOC is
 Efficiency Due to Brake                                                                              required. The
 Temperature.                                                                                         demonstration
                                                                                                      must show
                                                                                                      decreased braking
                                                                                                      efficiency due to
                                                                                                      brake
                                                                                                      temperature.
                                                                                                      Substantiating
                                                                                                      data must be
                                                                                                      provided.
--------------------------------
h. Windshear
-------------------------------------------------------------------------------
Demonstrate Windshear Models...  See Attachment 6..  Takeoff and         .....  .....     X      X   Requires windshear  See Attachment 6
                                                      Landing.                                        models that         for information
                                                                                                      provide training    related to Level
                                                                                                      in the specific     A and B
                                                                                                      skills needed to    simulators.
                                                                                                      recognize
                                                                                                      windshear
                                                                                                      phenomena and to
                                                                                                      execute recovery
                                                                                                      procedures. See
                                                                                                      Attachment 6 for
                                                                                                      tests,
                                                                                                      tolerances, and
                                                                                                      procedures.
--------------------------------
i. Envelope Protection Functions
------------------------------------------------------------------------
The requirements of tests i. (1) through (6), of this attachment are applicable to computer controlled airplanes only. Time history results are required
 for simulator response to control inputs during entry into envelope protection limits. Flight test data must be provided for both normal and non-normal
 control states.
--------------------------------------------------------------------------------------------------------------------------------------------------------
(1) Overspeed..................  +/-5 Kts Airspeed.  Cruise............  .....  .....     X      X   (CCA: Test in
                                                                                                      Normal and Non-
                                                                                                      normal control
                                                                                                      state.).
(2) Minimum Speed..............  +/-3 Kts Airspeed.  Takeoff, Cruise,    .....  .....     X      X   (CCA: Test in
                                                      and Approach or                                 Normal and Non-
                                                      Landing.                                        normal control
                                                                                                      state.).
--------------------------------
(3) Load Factor................  +/-0.1g Normal      Takeoff and Cruise  .....  .....     X      X   (CCA: Test in
                                  Acceleration.                                                       Normal and Non-
                                                                                                      normal control
                                                                                                      state.).
--------------------------------
(4) Pitch Angle................  +/-1.5[deg] Pitch.  Cruise, and Go      .....  .....     X      X   (CCA: Test in
                                                      Around.                                         Normal and Non-
                                                                                                      normal control
                                                                                                      state.).
--------------------------------
(5) Bank Angle.................  +/-2[deg] or +/-    Approach..........  .....  .....     X      X   (CCA: Test in
                                  10% Bank.                                                           Normal and Non-
                                                                                                      normal control
                                                                                                      state.).
--------------------------------
(6) Angle of Attack............  +/-1.5[deg] AOA...  Second Segment      .....  .....     X      X   (CCA: Test in
                                                      Climb, and                                      Normal and Non-
                                                      Approach or                                     normal control
                                                      Landing.                                        state.).
--------------------------------
3. Motion System
--------------------------------
a. Minimum Excursion
--------------------------------
1) Pitch.......................  At least +/-        N/A...............     X      X   .....  .....  An SOC is required
(2) Roll.......................   40[deg].           N/A...............     X      X                  for 3.a.(1)
(3) Yaw........................  At least +/-        N/A...............     *      *                  through (6).
(4) Heave......................   40[deg].           N/A...............     *      X                  (Applicable to
                                 At least +/-        N/A...............     X      X                  Initial
(5) Sway.......................   45[deg].           N/A...............     *      *                  evaluations
                                 At least 40 inches                                                   only.) The ``*''
(6) Surge......................   total movement.                                                     in the Simulator
                                 At least 45 inches                                                   Level column
                                  total movement.                                                     applies if this
                                 At least 50 inches                                                   DOF is used..
                                  total movement.
(7) Pitch......................  At least +/-        N/A...............  .....  .....     X      X   An SOC is required
(8) Roll.......................   50[deg].           N/A...............                   X      X    for 3.a.(7)
(9) Yaw........................  At least +/-        N/A...............                   X      X    through (12).
                                  50[deg].                                                            (Applicable to
                                 At least +/-                                                         Initial
                                  50[deg].                                                            evaluations
                                                                                                      only.).
(10) Heave.....................  At least 68 inches  N/A...............  .....  .....     X      X
                                  total movement.

[[Page 60345]]

 
(11) Sway......................  At least 90 inches  N/A...............  .....  .....     X      X
                                  total movement.
(12) Surge.....................  At least 68 inches  N/A...............  .....  .....     X      X
                                  total movement.
--------------------------------
b. Minimum Acceleration
------------------------------------------------------------------------
(1) Pitch......................  At least 80[deg]/   N/A...............     X      X   .....  .....  An SOC is required
(2) Roll.......................   sec\2\.            N/A...............     X      X                  for 3.b.(1)
(3) Yaw........................  At least 80[deg]/   N/A...............     *      *                  through (6).
(4) Heave......................   sec\2\.            N/A...............     *      X                  (Applicable to
                                 At least 80[deg]/                                                    Initial
                                  sec\2\.                                                             evaluations
                                 At least 0.6g in                                                     only.) The ``*''
                                  each direction.                                                     in the Simulator
                                                                                                      Level column
                                                                                                      applies if this
                                                                                                      DOF is used.
--------------------------------
(5) Sway.......................  At least 0.6g in    N/A...............     X      X
                                  each direction.
(6) Surge......................  At least 0.6g in    N/A...............     *      *
                                  each direction.
(7) Pitch......................  At least 100[deg]/  N/A...............  .....  .....     X      X   An SOC is required
(8) Roll.......................   sec\2\.            N/A...............                   X      X    for 3.b.(7)
(9) Yaw........................  At least 100[deg]/  N/A...............                   X      X    through (12).
(10) Heave.....................   sec\2\.            N/A...............                   X      X    (Applicable to
                                 At least 100[deg]/  ..................                .....  .....   Initial
(11) Sway......................   sec\2\.            N/A...............                   X      X    evaluations
                                 At least 0.8g in    ..................                .....  .....   only.) .
(12) Surge.....................   each direction.    N/A...............                   X      X
                                 ..................  ..................                .....  .....
                                 At least 0.6g in
                                  each direction.
                                 ..................
                                 At least 0.6g in
                                  each direction.
                                 ..................
c. Minimum Velocity
-------------------------------------------------------------------------------
(1) Pitch......................  At least 20[deg]/   N/A...............     X      X   .....  .....  An SOC is required
(2) Roll.......................   sec.               N/A...............     X      X                  for 3.c.(1)
(3) Yaw........................  At least 20[deg]/   N/A...............     *      *                  through (6).
(4) Heave......................   sec.               N/A...............     *      X                  (Applicable to
(5) Sway.......................  At least 20[deg]/   N/A...............     X      X                  Initial
(6) Surge......................   sec.               N/A...............     *      *                  evaluations
                                 At least 20 in/sec                                                   only.) The ``*''
                                 At least 20 in/sec                                                   in the Simulator
                                 At least 20 in/sec                                                   Level column
                                                                                                      applies if this
                                                                                                      DOF is used.
--------------------------------
(7) Pitch......................  At least 20[deg]..  N/A...............  .....  .....     X      X   An SOC is required
(8) Roll.......................  At least 20[deg]..  N/A...............  .....  .....     X      X    for 3.c.(7)
(9) Yaw........................  At least 20[deg]..  N/A...............  .....  .....     X      X    through (12).
(10) Heave.....................  At least 24/in sec  N/A...............  .....  .....     X      X    (Applicable to
(11) Sway(12) Surge............  At least 28/in sec  N/A...............  .....  .....     X      X    Initial
                                 At least 28/in sec  N/A...............  .....  .....     X      X    evaluations
                                                                                                      only.) .
d. Frequency Response
-------------------------------------------------------------------------------
Phase lag......................  Not to exceed       N/A...............     X      X      X      X   A demonstration is
                                  45[deg] at 4 Hz.                                                    required and must
                                                                                                      be made part of
                                                                                                      the MQTG. Iinject
                                                                                                      an acceleration
                                                                                                      command into the
                                                                                                      kinematic
                                                                                                      transformation
                                                                                                      equations and
                                                                                                      measuring the
                                                                                                      acceleration
                                                                                                      output of the
                                                                                                      motion platform.
                                                                                                      The response
                                                                                                      bandwidth must be
                                                                                                      determined in
                                                                                                      each applicable
                                                                                                      translational
                                                                                                      degree of freedom.
--------------------------------
e. Motion Cue
-------------------------------------------------------------------------------

[[Page 60346]]

 
Repeatability..................  ..................  N/A...............     X      X      X      X   A demonstration is
                                                                                                      required and must
                                                                                                      be made part of
                                                                                                      the MQTG. The
                                                                                                      assessment
                                                                                                      procedures must
                                                                                                      be designed to
                                                                                                      ensure that the
                                                                                                      motion system
                                                                                                      continues to
                                                                                                      perform as
                                                                                                      originally
                                                                                                      qualified. An
                                                                                                      example
                                                                                                      demonstration is
                                                                                                      described in
                                                                                                      paragraph 7,
                                                                                                      Motion Cue
                                                                                                      Repeatability.
--------------------------------
4. Sound System [Reserved]
-------------------------------------------------------------------------------
--------------------------------------------------------------------------------------------------------------------------------------------------------

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

Begin Information

5. Control Dynamics

    a. The characteristics of an airplane flight control system have 
a major effect on the handling qualities. A significant 
consideration in pilot acceptability of an airplane is the ``feel'' 
provided through the cockpit controls. Considerable effort is 
expended on airplane feel system design in order to deliver a system 
with which pilots will be comfortable and consider the airplane 
desirable to fly. In order for a simulator to be representative, it 
too must present the pilot with the proper feel; that of the 
respective airplane. Aircraft control feel dynamics shall duplicate 
the airplane simulated. This shall be determined by comparing a 
recording of the control feel dynamics of the simulator to airplane 
measurements in the takeoff, cruise, and landing configuration.
    b. Recordings such as free response to an impulse or step 
function are classically used to estimate the dynamic properties of 
electromechanical systems. In any case, it is only possible to 
estimate the dynamic properties as a result of only being able to 
estimate true inputs and responses. Therefore, it is imperative that 
the best possible data be collected since close matching of the 
simulator control loading system to the airplane systems is 
essential. The required control feel dynamic tests are described in 
this attachment. This is usually accomplished by measuring the free 
response of the controls using a step or pulse input to excite the 
system.
    c. 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. If either or both considerations apply, 
engineering validation or airplane manufacturer rationale must be 
submitted as justification for ground tests or for eliminating a 
configuration.
    (1) Control Dynamics Evaluations. The dynamic properties of 
control systems are often stated in terms of frequency, damping, and 
a number of other classical measurements which can be found in texts 
on control systems. In order to establish a consistent means of 
validating test results for simulator 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.
    (2) For Levels C and D Simulators. Tests to verify that control 
feel dynamics represent the airplane show that the dynamic damping 
cycles (free response of the control) match that of the airplane 
within the specified tolerances. An acceptable method of evaluating 
the response and the tolerance to be applied are described below for 
the underdamped and critically damped cases.
    d. Tolerances. (1) Underdamped Response. (a) Two measurements 
are required for the period, the time to first zero crossing (in 
case a rate limit is present) and the subsequent frequency of 
oscillation. It is necessary to measure cycles on an individual 
basis in case there are nonuniform periods in the response. Each 
period will be independently compared to the respective period of 
the airplane control system and, consequently, will enjoy the full 
tolerance specified for that period.
    (b) The damping tolerance will be applied to overshoots on an 
individual basis. Care must be taken when applying the tolerance to 
small overshoots since the significance of such overshoots becomes 
questionable. Only those overshoots larger than 5 percent of the 
total initial displacement will be considered significant. The 
residual band, labeled T(Ad) on Figure 1 is +/-5 percent 
of the initial displacement amplitude Ad from the steady 
state value of the oscillation. Oscillations within the residual 
band are considered insignificant. When comparing simulator data to 
airplane data, the process would begin by overlaying or aligning the 
simulator and airplane 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 would show the same number of significant overshoots 
to within one when compared against the airplane data. This 
procedure for evaluating the response is illustrated in Figure 1 of 
this attachment.
    (2) Critically Damped and Overdamped Response. Due to the nature 
of critically damped responses (no overshoots), the time to reach 90 
percent of the steady state (neutral point) value would be the same 
as the airplane within +/-10 percent. The simulator response must be 
critically damped also. Figure 2 illustrates the procedure.
    (3)(a) The following summarizes the tolerances, T, for an 
illustration of the referenced measurements. (See Figures 1 and 2 of 
this attachment):

T(P0) +/-10% of P0
T(P1) +/-20% of P1
T(A) +/-10% of A1, +/-20% of Subsequent Peaks
T(Ad) +/-5% of Ad = Residual Band
Overshoots +/-1

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

T(Pn) +/-10(n+1)% of Pn, where ``n'' is the 
next in sequence.

    e. Alternative Method for Control Dynamics. (1) An alternative 
means for dealing with control dynamics applies to airplanes with 
hydraulically powered flight

[[Page 60347]]

controls and artificial feel systems. Instead of free response 
measurements, the system would be validated by measurements of 
control force and rate of movement.
    (2) For each axis of pitch, roll, and yaw, the control shall be 
forced to its maximum extreme position for the following distinct 
rates. These tests would be conducted at typical taxi, takeoff, 
cruise, and landing conditions.
    (a) Static Test--Slowly move the control such that approximately 
100 seconds are required to achieve a full sweep. A full sweep is 
defined as movement of the controller from neutral to the stop, 
usually aft or right stop, then through the neutral position to the 
opposite stop, then to the neutral position.
    (b) Slow Dynamic Test--Achieve a full sweep in approximately 10 
seconds.
    (c) Fast Dynamic Test--Achieve a full sweep in approximately 4 
seconds.

(Note: Dynamic sweeps may be limited to forces not exceeding 100 
lb.)

     f. Tolerances.
    (1) Static Test--Items 2.a.(1) (2) and (3) of this attachment.
    (2) Dynamic Test--2 lb. or 10 percent on dynamic increment above 
static test.
    g. The NPSM is open to alternative means such as the one 
described above. Such alternatives, however, would have to be 
justified and found appropriate to the application. For example, the 
method described here may not apply to all manufacturers' systems 
and certainly not to airplanes with reversible control systems. 
Hence, each case must be considered on its own merit on an ad hoc 
basis. If the NSPM finds that alternative methods do not result in 
satisfactory simulator performance, then more conventionally 
accepted methods must be used.

End Information

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

6. Ground Effect

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

Begin Information

    a. During landing and takeoff, airplanes operate close to the 
ground for brief time intervals. The presence of the ground 
significantly modifies the air flow past the airplane and changes 
the aerodynamic characteristics. The close proximity of the ground 
imposes a barrier which inhibits the downward flow normally 
associated with the production of lift. The downwash is a function 
of height with the effects usually considered to be negligible above 
a height of approximately one wingspan. There are three main effects 
of the reduced downwash:
    (1) A reduction in downwash angle at the tail for a conventional 
configuration.
    (2) An increase in both wing and tail lift because of changes in 
the relationship of lift coefficient to angle of attack (increase in 
lift curve slope).
    (3) A reduction in the induced drag.
    b. Relative to out-of-ground effect flight (at a given angle of 
attack), these effects result in higher lift in ground effect and 
less power required for level flight. Because of the associated 
effects on stability, they also cause significant changes in 
elevator (or stabilizer) angle to trim and stick (column) forces 
required to maintain a given lift coefficient in level flight near 
the ground.
    c. For a simulator to be used for takeoff and in particularly 
landing credit, it must faithfully reproduce the aerodynamic changes 
which occur in ground effect. The parameters chosen for simulator 
validation must obviously be indicative of these changes. The 
primary validation parameters for longitudinal characteristics in 
ground effect are:
    (1) Elevator or stabilizer angle to trim.
    (2) Power (thrust) required for level flight (PLF).
    (3) Angle of attack for a given lift coefficient.
    (4) Height/altitude.
    (5)Airspeed.
    d. The above list of parameters assumes that ground effect data 
is acquired by tests during ``fly-bys'' at several altitudes in and 
out of ground effect. These test altitudes would normally, as a 
minimum, be at 10 percent, 30 percent, and 70 percent of the 
airplane wingspan and one altitude out of ground effect; e.g., 150 
percent of wingspan. Level fly-bys are required for Level D; and, 
while they are acceptable for all levels, they are not required for 
Level C and Level B.
    e. If, in lieu of the level fly-by method for Levels B and C, 
other methods such as shallow glidepath approaches to the ground 
maintaining a chosen parameter constant are proposed, then 
additional validation parameters are important. For example, if 
constant attitude shallow approaches are chosen as the test 
maneuver, pitch attitude, and flight path angle are additional 
necessary validation parameters. The selection of the test methods 
and procedures to validate ground effect is at the option of the 
organization performing the flight tests; however, rationale must be 
provided to conclude that the tests performed do indeed validate the 
ground effect model.
    f. Tolerances (longitudinal parameters) for validation of ground 
effect characteristics are:
    (1) Elevator or Stabilizer Angle +/-1[deg]
    (2) Power for Level Flight (PLF)+/-5%
    (3) Angle of Attack +/-1[deg]
    (4) Altitude/Height +/-10% or 5 feet (1.5 m.)
    (5) Airspeed +/-3 Knots
    (6) Pitch Attitude +/-1[deg]
    g.The lateral-directional characteristics are also altered by 
ground effect. Because of the above-mentioned changes in lift curve 
slope, roll damping, as an example, is affected. The change in roll 
damping will affect other dynamic modes usually evaluated for 
simulator 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 must be accounted for in the simulator 
modeling. Several tests such as ``crosswind landing,'' ``one engine 
inoperative landing,'' and ``engine failure on takeoff'' serve to 
validate lateral-directional ground effect since portions of them 
are accomplished while transiting altitudes at which ground effect 
is an important factor.

End Information

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

7. Motion Cue Repeatability

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

Begin Information

    a. The motion system characteristics in the Table of Objective 
Tests address basic system capability, but not pilot cueing 
capability. Until there is an objective procedure for determination 
of the motion cues necessary to support pilot tasks and stimulate 
the pilot response which occurs in an airplane for the same tasks, 
motion systems will continue to be ``tuned'' subjectively. Having 
tuned a motion system, however, it is important to involve a test to 
ensure that the system continues to perform as originally qualified. 
Any motion performance change from the initially qualified baseline 
can be measured objectively.
    b. An objective assessment of motion performance change is 
accomplished at lease annually using the following testing 
procedure:
    (1) The current performance of the motion system is assessed by 
comparison with the initial recorded test data.
    (2) The parameters to be recorded are the outputs of the motion 
drive algorithms and the jack position transducers.
    (3) The test input signals are inserted at an appropriate point 
prior to the integrations in the equations of motion (see figure 3 
of this attachment).
    (4) The characteristics of the test signal (see figure 4) are 
adjusted to ensure that the motion is exercised through 
approximately \2/3\ of the maximum displacement capability in each 
axis. The time segment T0-T1, must be of 
sufficient duration to ensure steady initial conditions.

End Information

-----------------------------------------------------------------------
BILLING CODE 4910-13-P

[[Page 60348]]

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[[Page 60349]]


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    Note to Figure 3: If the simulator weight changes for any reason 
(i.e., visual change, or structural change), then the motion system 
baseline performance repeatability tests must be rerun and the new 
results used for future comparison.

[GRAPHIC] [TIFF OMITTED] TP25SE02.003

BILLING CODE 4910-13-C

    Note to Figure 4: If the simulator weight changes for any reason 
(i.e., visual change, or structural change), then the motion system 
baseline performance repeatability tests must be rerun and the new 
results used for future comparison.

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

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

Begin Information

    a. In recent years, considerable progress has been made by 
highly experienced aircraft and simulator manufacturers in 
improvement of aerodynamic modeling techniques. In conjunction with 
increased accessibility to very high powered computer technology, 
these techniques have become quite sophisticated. Additionally, 
those who have demonstrated success in combining these modeling 
techniques with minimal flight testing have incorporated the use of 
highly mature flight controls models and have had extensive 
experience in comparing the output of their effort with actual 
flight test data--and they have been able to do so on an iterative 
basis over a period of years.
    b. It has become standard practice for experienced 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; 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 A and Level B simulators.
    c. In reviewing this history, the NSPM has concluded that, with 
proper care, those who are experienced in the development of 
aerodynamic models for simulator 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 A or 
Level B simulators, does not compromise the quality of that 
simulation.
    d. The information in the table that follows (Table of 
Alternative Data Sources,

[[Page 60350]]

Procedures, and Information) is presented to describe an acceptable 
alternative to data sources for simulator modeling and validation 
and as an acceptable alternative to the procedures and 
instrumentation found in the traditionally accepted flight test 
methods used to gather such modeling and validation data.
    (1) Alternative data sources which may be used for part or all 
of a data requirement are the Airplane Maintenance Manual, the 
Airplane Flight Manual (AFM), Airplane Design Data, the Type 
Inspection Report (TIR), Certification Data or acceptable 
supplemental flight test data.
    (2) The NSPM recommends that use of the alternative 
instrumentation noted in the following Table be coordinated with the 
NSPM prior to employment in a flight test or data gathering effort.
    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 
simulator aerodynamic program modeling.
    (1) While the 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. 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) 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, will be used. Such a model does not require control 
surface position measurements in the flight test objective data in 
these limited applications.
    (3) The authorized uses of Level A and Level B simulators (as 
listed in the appropriate Commercial, Instrument, or Airline 
Transport Pilot and/or Type Rating Practical Test Standards) for 
``initial,'' ``transition,'' or ``upgrade'' training, still requires 
additional flight training and/or flight testing/checking in the 
airplane or in a Level C or Level D simulator.
    f. The sponsor is urged to contact the NSPM for clarification of 
any issue regarding airplanes with reversible control systems. This 
table is not applicable to Computer Controlled Aircraft flight 
simulators.
    g. Utilization of these alternate data sources, procedures, and 
instrumentation does not relieve the sponsor from compliance with 
the balance of the information contained in this document relative 
to Level A or Level B flight simulators.

End Information

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

                 Table of Alternative Data Sources, Procedures, and Instrumentation Information
----------------------------------------------------------------------------------------------------------------
                                         Sim level      Aternative data sources,
    Table of objective test--test    ----------------        procedures, and             Notes and reminders
     reference number and title          A       B           instrumentation
----------------------------------------------------------------------------------------------------------------
2.a.(1) Performance. Taxi. Minimum        X       X   TIR, AFM, or Design data may
 Radius turn.                                          be used.
-------------------------------------
2.a.(2) Performance. Taxi Rate of     ......      X   Data may be acquired by       A single procedure may not
 Turn vs. Nosewheel Steering Angle.                    using a constant tiller       be adequate for all
                                                       position, measured with a     airplane steering systems,
                                                       protractor or full rudder     therefore appropriate
                                                       pedal application for         measurement procedures must
                                                       steady state turn, and        be devised and proposed for
                                                       synchronized video of         NSPM concurrence.
                                                       heading indicator. If less
                                                       than full rudder pedal is
                                                       used, pedal position must
                                                       be recorded.
-------------------------------------
2.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.
-------------------------------------
2.b.(2) Performance. Takeoff.             X       X   Data may be acquired by       Rapid throttle reductions at
 Minimum Control Speed--Ground                         using an inertial             speeds near Vmcg may be
 (Vmcg) using aerodynamic controls                     measurement system and a      used while recording
 only (per applicable Airworthiness                    synchronized video of: the    appropriate parameters. The
 Standard) or Low Speed, Engine                        calibrated airplane           nose wheel must be free to
 Inoperative Ground Control                            instruments and the force/    caster, or equivalently
 Characteristics.                                      position measurements of      freed of sideforce
                                                       cockpit controls.             generation.
-------------------------------------
2.b.(4) Performance. Takeoff. Normal      X       X   Data may be acquired by
 Takeoff.                                              using an inertial
                                                       measurement system and a
                                                       synchronized video of: the
                                                       calibrated airplane
                                                       instruments and the force/
                                                       position measurements of
                                                       cockpit controls. AOA can
                                                       be calculated from pitch
                                                       attitude and flight path.
-------------------------------------
2.b.(5) Performance. Takeoff.             X       X   Data may be acquired by       Record airplane dynamic
 Critical Engine Failure during                        using an inertial             response to engine failure
 Takeoff.                                              measurement system and a      and control inputs required
                                                       synchronized video of: the    to correct flight path.
                                                       calibrated airplane
                                                       instruments and the force/
                                                       position measurements of
                                                       cockpit controls.
-------------------------------------

[[Page 60351]]

 
2.b.(6) Performance. Takeoff.             X       X   Data may be acquired by       The ``1:7 law'' to 100 feet
 Crosswind Takeoff.                                    using an inertial             (30 meters) is an
                                                       measurement system and a      acceptable wind profile.
                                                       synchronized video of: the
                                                       calibrated airplane
                                                       instruments and the force/
                                                       position measurements of
                                                       cockpit controls.
-------------------------------------
2.b.(7) Performance. Takeoff.             X       X   Data may be acquired with a
 Rejected Takeoff.                                     synchronized video of:
                                                       Calibrated airplane
                                                       instruments, thrust lever
                                                       position, engine
                                                       parameters, and distance
                                                       (e.g., runway markers). A
                                                       stop watch is required.
-------------------------------------
  2.c.(1) Performance. Climb. Normal      X       X   Data may be acquired with a
   Climb.                                              synchronized video of:
                                                       calibrated airplane
                                                       instruments and engine
                                                       power throughout the climb
                                                       range.
-------------------------------------
2.c.(2) Performance. Climb. One           X       X   Data may be acquired with a
 engine Inoperative Second Segment                     synchronized video of:
 Climb.                                                calibrated airplane
                                                       instruments and engine
                                                       power throughout the climb
                                                       range.
-------------------------------------
2.c.(4) Performance. Climb. One           X       X   Data may be acquired with a
 Engine Inoperative Approach Climb                     synchronized video of:
 (if Approved AFM requires specific                    calibrated airplane
 performance in icing conditions).                     instruments and engine
                                                       power throughout the climb
                                                       range.
-------------------------------------
2.e.(1) Performance. Ground.              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
 brakes and no reverse thrust.                         a synchronized video of:
                                                       calibrated airplane
                                                       instruments, thrust lever
                                                       position and the pertinent
                                                       parameters of engine power.
-------------------------------------
2.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
 brakes.                                               a synchronized video of:
                                                       calibrated airplane
                                                       instruments, thrust lever
                                                       position and the pertinent
                                                       parameters of engine power.
-------------------------------------
2.f.(1) Performance. Engines.             X       X   Data may be acquired with a
 Acceleration.                                         synchronized video
                                                       recording of: engine
                                                       instruments and throttle
                                                       position.
-------------------------------------
2.f.(2) Performance. Engines.             X       X   Data may be acquired with a
 Deceleration.                                         synchronized video
                                                       recording of: engine
                                                       instruments and throttle
                                                       position.
-------------------------------------
3.a.(1) Handling Qualities. Static        X       X   Surface position data may be
 Control Checks. Column Position vs.                   acquired from flight data
 Force and Surface Position                            recorder (FDR) sensor or,
 Calibration.                                          if no FDR sensor, at
                                                       selected, significant
                                                       column positions
                                                       (encompassing significant
                                                       column position data
                                                       points), acceptable to the
                                                       NSPM, using a control
                                                       surface protractor on the
                                                       ground with winds less than
                                                       5 kts. Force data may be
                                                       acquired by using a hand
                                                       held force gauge at the
                                                       same column position data
                                                       points.
-------------------------------------

[[Page 60352]]

 
3.a.(2) Handling Qualities. Static        X       X   Surface position data may be
 Control Checks. Wheel Position vs.                    acquired from flight data
 Force and Surface Position                            recorder (FDR) sensor or,
 Calibration.                                          if no FDR sensor, at
                                                       selected, significant wheel
                                                       positions (encompassing
                                                       significant wheel position
                                                       data points), acceptable to
                                                       the NSPM, using a control
                                                       surface protractor on the
                                                       ground with winds less than
                                                       5 kts. Force data may be
                                                       acquired by using a hand
                                                       held force gauge at the
                                                       same wheel position data
                                                       points.
-------------------------------------
3.a.(3) Handling Qualities. Static        X       X   Surface position data may be
 Control Checks. Rudder Pedal                          acquired from flight data
 Position vs. Force and Surface                        recorder (FDR) sensor or,
 Position Calibration.                                 if no FDR sensor, at
                                                       selected, significant
                                                       rudder pedal positions
                                                       (encompassing significant
                                                       rudder pedal position data
                                                       points), acceptable to the
                                                       NSPM, using a control
                                                       surface protractor on the
                                                       ground with winds less than
                                                       5 kts. Force data may be
                                                       acquired by using a hand
                                                       held force gauge at the
                                                       same rudder pedal position
                                                       data points.
-------------------------------------
3.a.(4) Handling Qualities. Static        X       X   Breakout data may be
 Control Checks. Nosewheel Steering                    acquired with a hand held
 Force & Position.                                     force gauge. The remainder
                                                       of the force to the stops
                                                       may be calculated if the
                                                       force gauge and a
                                                       protractor are used to
                                                       measure force after
                                                       breakout for at least 25%
                                                       of the total displacement
                                                       capability.
-------------------------------------
3.a.(5) Handling Qualities. Static        X       X   Data may be acquired through
 Control Checks. Rudder Pedal                          the use of force pads on
 Steering Calibration.                                 the rudder pedals and a
                                                       pedal position measurement
                                                       device, together with
                                                       design data for nose wheel
                                                       position.
-------------------------------------
3.a.(6) Handling Qualities. Static        X       X   Data may be acquired through
 Control Checks. Pitch Trim                            calculations.
 Calibration (Indicator vs.
 Computed) and Rate.
-------------------------------------
3.a.(7) Handling Qualities. Static        X       X   Data may be acquired through
 Control Checks. Alignment of Power                    the use of a temporary
 Lever Angle vs Selected Engine                        throttle quadrant scale to
 Parameter (e.g., EPR, N1, Torque,                     document throttle position.
 etc.).                                                Use a synchronized video to
                                                       record steady state
                                                       instrument readings or hand-
                                                       record steady state engine
                                                       performance readings.
-------------------------------------
3.a.(8) Handling Qualities. Static        X       X   Use of design or predicted
 Control Checks. Brake Pedal                           data is acceptable. Data
 Position vs. Force and Brake System                   may be acquired by
 Pressure.                                             measuring deflection at
                                                       ``zero'' and ``maximum''
                                                       and calculating deflections
                                                       between the extremes using
                                                       the airplane design data
                                                       curve.
-------------------------------------
3.c.(1) Handling Qualities.               X       X   Data may be acquired by
 Longitudinal. Power Change Dynamics.                  using an inertial
                                                       measurement system and a
                                                       synchronized video of: the
                                                       calibrated airplane
                                                       instruments and throttle
                                                       position.
-------------------------------------
3.c.(2) Handling Qualities.               X       X   Data may be acquired by
 Longitudinal. Flap/Slat Change                        using an inertial
 Dynamics.                                             measurement system and a
                                                       synchronized video of:
                                                       calibrated airplane
                                                       instruments and flap/slat
                                                       position.
-------------------------------------

[[Page 60353]]

 
3.c.(3) Handling Qualities.               X       X   Data may be acquired by
 Longitudinal. Spoiler/Speedbrake                      using an inertial
 Change.                                               measurement system and a
                                                       synchronized video of: the
                                                       calibrated airplane
                                                       instruments and spoiler/
                                                       speedbrake position.
-------------------------------------
3.c.(4) Handling Qualities.               X       X   Data may be acquired by
 Longitudinal. Gear Change Dynamics.                   using an inertial
                                                       measurement system and a
                                                       synchronized video of: the
                                                       calibrated airplane
                                                       instruments and gear
                                                       position.
-------------------------------------
3.c.(5) Handling Qualities.               X       X   May use design data,
 Longitudinal. Alternate Landing                       production flight test
 Gear and Alternate Flap/Slat                          schedule, or maintenance
 Operating Times.                                      specification, together
                                                       with an SOC.
-------------------------------------
3.c.(6) Handling Qualities.               X       X   Data may be acquired through
 Longitudinal. Longitudinal Trim.                      use of an inertial
                                                       measurement system and a
                                                       synchronized video of: the
                                                       cockpit controls position
                                                       (previously calibrated to
                                                       show related surface
                                                       position) and the engine
                                                       instrument readings.
-------------------------------------
3.c.(7) Handling Qualities.               X       X   Data may be acquired through
 Longitudinal. Longitudinal                            the use of an inertial
 Maneuvering Stability (Stick Force/                   measurement system and a
 g).                                                   synchronized video of: the
                                                       calibrated airplane
                                                       instruments; a temporary,
                                                       high resolution bank angle
                                                       scale affixed to the
                                                       attitude indicator; and
                                                       column force measurement
                                                       indication.
-------------------------------------
3.c.(8) Handling Qualities.               X       X   Data may be acquired through
 Longitudinal. Longitudinal Static                     the use of a synchronized
 Stability.                                            video of: the airplane
                                                       flight instruments and a
                                                       hand held force gauge.
-------------------------------------
3.c.(9) Handling Qualities.               X       X   Data may be acquired through
 Longitudinal. Stick Shaker,                           a synchronized video
 Airframe Buffet, Stall Speeds.                        recording of: a stop watch
                                                       and the calibrated airplane
                                                       airspeed indicator. Hand-
                                                       record the flight
                                                       conditions and airplane
                                                       configuration--Airspeeds
                                                       may be cross checked with
                                                       those in the TIR and AFM.
-------------------------------------
3.c.(10) Handling Qualities.              X       X   Data may be acquired by
 Longitudinal. Phugoid Dynamics.                       using an inertial
                                                       measurement system and a
                                                       synchronized video of: the
                                                       calibrated airplaine
                                                       instruments and the force/
                                                       position measurements of
                                                       cockpit controls.
-------------------------------------
3.c.(11) Handling Qualities.              X       X   Data may be acquired by
 Longitudinal. Short Period Dynamics.                  using an inertial
                                                       measurement system and a
                                                       synchronized video of: the
                                                       calibrated airplane
                                                       instruments and the force/
                                                       position measurements of
                                                       cockpit controls.
-------------------------------------
3.d.(1) Handling Qualities. Lateral       X       X   Data may be acquired by
 Directional. Minimum Control Speed,                   using an inertial
 Air (Vmca), per Applicable                            measurement system and a
 Airworthiness Standard or Low Speed                   synchronized video of: the
 Engine. Inoperative Handling                          calibrated airplane
 Characteristics in Air.                               instruments and the force/
                                                       position measurements of
                                                       cockpit controls.
-------------------------------------
3.d.(3) Handling Qualities. Lateral       X       X   Data may be acquired by
 Directional. Roll Response to                         using an inertial
 Cockpit Roll Controller Step Input.                   measurement system and a
                                                       synchronized video of: the
                                                       calibrated airplane
                                                       instruments and the force/
                                                       position measurements of
                                                       cockpit controls.
-------------------------------------

[[Page 60354]]

 
3.d.(4) Handling Qualities. Lateral       X       X   Data may be acquired by
 Directional. Spiral Stability.                        using an inertial
                                                       measurement system and a
                                                       synchronized video of: the
                                                       calibrated airplane
                                                       instruments; the force/
                                                       position measurements of
                                                       cockpit controls; and a
                                                       stop watch.
-------------------------------------
3.d.(5) Handling Qualities. Lateral       X       X   Data may be hand recorded in- Trimming during second
 Directional. Engine Inoperative                       flight using high             segment climb is not a
 Trim.                                                 resolution scales affixed     certification task and
                                                       to trim controls that have    should not be conducted
                                                       been calibrated on the        until a safe altitude is
                                                       ground using protractors on   reached.
                                                       the control/trim surfaces
                                                       with winds less than 5 kts
                                                       OR Data may be acquired
                                                       during second segment climb
                                                       (with proper pilot control
                                                       input for an engine-out
                                                       condition) by using a
                                                       synchronized video of: the
                                                       calibrated airplane
                                                       instruments; and the fore/
                                                       position measurements of
                                                       cockpit controls.
-------------------------------------
3.d.(6) Handling Qualities. Lateral       X       X   Data may be acquired by
 Directional. Rudder Response.                         using an inertial
                                                       measurement system and a
                                                       synchronized video of: the
                                                       calibrated airplane
                                                       instruments; the force/
                                                       position measurements of
                                                       rudder pedals.
-------------------------------------
3.d.(7) Handing Qualities. Lateral        X       X   Data may be acquired by
 Directional. Dutch Roll, (Yaw                         using an inertial
 Damper OFF).                                          measurement system and a
                                                       synchronized video of: a
                                                       calibrated airplane
                                                       instruments; the force/
                                                       position measurements of
                                                       cockpit controls.
-------------------------------------
3.d.(8) Handling Qualities. Laterial      X       X   Data may be acquired by
 Directional. Steady State Sideslip.                   using an inertial
                                                       measurement system and a
                                                       synchronized video of: the
                                                       calibrated airplane
                                                       instruments; the force/
                                                       position measurements of
                                                       cockpit controls. Ground
                                                       track and wind corrected
                                                       heading may be used for
                                                       sideslip angle.
-------------------------------------
3.e.(1) Handling Qualities. Landings  ......      X   Data may be acquired by
 Normal Landing.                                       using an inertial
                                                       measurement system and a
                                                       synchronized video of: the
                                                       calibrated airplane
                                                       instruments; the force/
                                                       position measurements of
                                                       cockpit controls.
-------------------------------------
3.e.(3) Handling Qualities.           ......      X   Data may be acquired by
 Landings. Crosswind Landing.                          using an inertial
                                                       measurement system and a
                                                       synchronized video of: the
                                                       calibrated airplane
                                                       instruments; the force/
                                                       position measurements of
                                                       cockpit controls.
-------------------------------------
3.e.(4) Handling Qualities.           ......      X   Data may be acquired by
 Landings. One Engine Inoperative                      using an inertial
 Landing (Not required for Single-                     measurement system and a
 engine airplanes.).                                   synchronized video of: the
                                                       calibrated airplane
                                                       instruments; the force/
                                                       position measurements of
                                                       cockpit controls. Normal
                                                       and laterial acceleration
                                                       may be recorded in lieu of
                                                       AOA and sideslip.
-------------------------------------
3.f. Handling Qualities. Ground       ......      X   Data may be acquired by
 Effect. Demonstrate Longitudinal                      using an calibrated
 Ground Effect.                                        airplane instruments, an
                                                       inertial measurement
                                                       system, and a synchronized
                                                       video of: the calibrated
                                                       airplane instruments; the
                                                       force/position measurements
                                                       of cockpit controls.
----------------------------------------------------------------------------------------------------------------


[[Page 60355]]

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

1. Discussion

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

Begin Information

    a. The subjective tests provide a basis for evaluating the 
capability of the simulator to perform over a typical utilization 
period; determining that the simulator satisfactorily meets the 
appropriate training/testing/checking objectives and competently 
simulates each required maneuver, procedure, or task; and verifying 
correct operation of the simulator controls, instruments, and 
systems. The items in the list of operations tasks are for simulator 
evaluation purposes only. They must not be used to limit or exceed 
the authorizations for use of a given level of simulator as found in 
the Pilot Qualification Performance Standards or as may be approved 
by the TPAA. All items in the following paragraphs are subject to an 
examination of function.
    b. The List of Operations Tasks in paragraph 2 of this 
attachment addresses pilot functions, including maneuvers and 
procedures (called flight tasks), and is divided by flight phases. 
The performance of these tasks by the NSPM includes an operational 
examination of the visual system and special effects. There are 
flight tasks included to address some features of advanced 
technology airplanes and innovative training programs. For example, 
``high angle-of-attack maneuvering'' is included to provide a 
required alternative to ``approach to stalls'' for airplanes 
employing flight envelope protection functions.
    c. The List of Simulator Systems in paragraph 3 of this 
attachment addresses the overall function and control of the 
simulator including the various simulated environmental conditions; 
simulated airplane system operation (normal, abnormal, and 
emergency); visual system displays; and special effects necessary to 
meet flightcrew 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 recommended for approval for the circling approach maneuver 
as determined by the TPAA in the sponsor's FAA-approved flight 
training program. To be considered satisfactory here, the circling 
approach will be flown at maximum gross weight for landing, with 
minimum visibility, 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--14CFR, 
Sec.  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.

End Information

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

2. List of Operations Tasks

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

Begin QPS Requirements

    The NSPM will evaluate the simulator in the following Operations 
Tasks, as applicable to the airplane and simulator level, using the 
sponsor's approved manuals and checklists.

a. Preparation for Flight

    Preflight. Accomplish a functions check of all installed 
switches, indicators, systems, and equipment at all crewmembers' and 
instructors' stations, and determine that the cockpit design and 
functions replicate the appropriate airplane.

b. Surface Operations (Pre-Takeoff)

    (1) Engine start.
    (a) Normal start.
    (b) Alternate start operations.
    (c) Abnormal starts and shutdowns (hot start, hung start, etc.).
(2) Pushback / Powerback.
(3) Taxi
    (a) Thrust response.
    (b) Power lever friction.
    (c) Ground handling.
    (d) Nosewheel scuffing.
    (e) Brake operation (normal and alternate/emergency).
    (f) Ground hazard.
    (g) Surface Movement and Guidance System (SMGS).
    (h) Other.

c. Takeoff

(1) Normal. (Day, Night, Dusk (or Twilight))
    (a) Propulsion system checks (e.g., engine parameter 
relationships; propeller and mixture controls).
    (b) Airplane acceleration characteristics.
    (c) Nosewheel and rudder steering.
    (d) Crosswind (maximum demonstrated).
    (e) Special performance.
    (f) Lowest visibility takeoff.
    (g) Landing gear, wing flap, leading edge device operation.
    (h) Other.
(2) Abnormal/Emergency.
    (a) Rejected, with brake fade (if applicable) due to rising 
brake temperature.
    (b) Rejected, special performance.
    (c) With propulsion system malfunction:
    (i) Prior to V1 (decision) speed.
    (ii) Between V1 and Vr (rotation speed).
    (iii) Between Vr and 500 feet above ground level.
    (d) Flight control system failure modes.
    (e) Other.

d. Inflight Operation

(1) Climb.
    (a) Normal.
    (b) One engine inoperative operations.
    (c) Other.
(2) Cruise.
    (a) Performance characteristics (speed vs. power).
    (b) Normal turns and turns with/without spoilers (speed brake) 
deployed.
    (c) High altitude handling.
    (d) High indicated airspeed handling, over-speed warning.
    (e) Mach effects on control and trim.
    (f) Normal and steep turns.
    (g) Performance turns.
    (h) Approach to stalls in the following configurations:
    (i) Cruise;
    (ii) Takeoff or approach; and
    (iii) Landing.
    (a) High angle of attack maneuvers in the following 
configurations:
    (i) Cruise;
    (ii) Takeoff or approach; and
    (iii) Landing.
    (j) Inflight engine shutdown.
    (k) Inflight engine restart.
    (l) Maneuvering with one or more engines inoperative, as 
applicable.
    (m) Slow flight.
    (n) Specific flight characteristics.
    (o) Manual flight control reversion (i.e., loss of all flight 
control power).
    (p) Other flight control system failure modes.
    (q) Holding.
    (r) Airborne hazard.
    (s) Operations during icing conditions.
    (t) Upset / disturbance recovery.
    (u) Unusual attitude recovery.
    (v) Traffic alert and collision avoidance.
    (w) Effects of airframe icing.
    (x) Other.
(3) Descent.
    (a) Normal.
    (b) Maximum rate (clean, with speedbrake extended, etc.) and 
recovery.
    (c) Flight Control System Failure Modes (e.g., manual flight 
control reversion; split controls, etc.).
    (d) High rate of sink and recovery.
    (a) Other.

e. Approaches

(1) Instrument Approach Maneuvers.
    (a) Non-precision:
    (i) Non-Directional Beacon (NDB).
    (ii) VHF Omni-Range (VOR), Area Navigation (RNAV), Tactical Air 
Navigation (TACAN).
    (iii) Distance Measuring Equipment, Arc (DME ARC).
    (iv) ILS Localizer Back Course (LOC/BC).
    (v) Localizer Directional Aid (LDA), ILS Front Course Localizer 
(LOC), Simplified Direction Facility (SDF).
    (vi) Airport Surveillance Radar (ASR).
    (vii) Global Positioning System (GPS).
    (viii) With one engine inoperative.

[[Page 60356]]

    (ix) Missed approach.
    (b) Precision:
    (i) Instrument Landing System (ILS)
    A. Category I published:
    1. Manually controlled with and without flight director to 100 
feet below published decision height.
    2. With maximum demonstrated crosswind.
    3. With windshear.
    4. One engine inoperative.
    B. Category II published:
    1. With and without use of autopilot, autothrottle, and 
autoland, as applicable.
    2. One engine inoperative.
    C. Category III published:
    1. With minimum/standby electrical power.
    2. With generator/alternator failure (transient).
    3. With 10 knot tail wind.
    4. With 10 knot crosswind.
    5. Rollout.
    6. One engine inoperative.
    D. Missed approach.
    1. All engines operating.
    2. One engine inoperative.
    (ii) Precision Approach Radar (PAR)
    A. Normal.
    B. With crosswind.
    C. With one engine inoperative.
    D. Missed approach.
    (iii) Digital Global Positioning System (DGPS)
    A. Normal.
    B. With crosswind.
    C. With one engine inoperative.
    D. Missed approach.
    (iv) Microwave landing system (MLS).
    A. Normal.
    B. With crosswind.
    C. With one engine inoperative.
    D. Missed approach.
    (v) Steep Glide Path.
    A. Normal.
    B. With crosswind.
    C. With one engine inoperative.
    D. Missed approach.
(2) Visual Approach Maneuvers.
    (a) Abnormal wing flaps/slats.
    (b) Without glide slope guidance or visual vertical flightpath 
aid.
(3) Abnormal/emergency.
    (a) With one engine inoperative.
    (b) With standby (or minimum) electric/hydraulic power.
    (c) With longitudinal trim malfunction.
    (d) With jammed or mis-trimmed horizontal stabilizer.
    (e) With lateral-directional trim malfunction.
    (f) With worst case failure of flight control system (most 
significant degradation of the computer controlled airplane which is 
not extremely improbable).
    (g) Other flight control system failure modes as dictated by 
training program.
    (h) Land and hold short operations.
    (i) Other.

f. Missed Approach

(1) Manual.
(2) Automatic (if applicable).

g. Visual Segment and Landing

(1) Normal (Night visual scene for Level A and Level B simulators; 
Night and Dusk (or Twilight) visual scenes for Level C simulators; 
and Night, Dusk (or Twilight), and Daylight visual scenes for Level 
D simulators.)
    (a) From visual traffic pattern.
    (b) From non-precision approach.
    (c) From precision approach.
    (d) With maximum demonstrated crosswind.
    (e) From circling approach.
(2) Abnormal/emergency.
    (a) With engine(s) inoperative--
    (i) For 2-engine airplanes, one engine inoperative.
    (ii) For 3-engine airplanes, one wing-mounted and the center 
engine inoperative.
    (iii) For other multi-engine airplanes, a 50% power loss on one 
side of the airplane.
    (b) Rejected landing.
    (c) With standby (or minimum) electric/hydraulic power.
    (d) With longitudinal trim malfunction
    (e) With jammed or mis-trimmed horizontal stabilizer.
    (f) With lateral-directional trim malfunction.
    (g) With worst case failure of flight control system (most 
significant degradation of the computer controlled airplane which is 
not extremely improbable).
    (h) Other flight control system failure modes as dictated by 
training program.
    (i) Land and hold short operations.
    (j) Other.

h. Windshear

(1) Takeoff.
(2) Climb.
(3) Approach.

i. Surface Operations (Post Landing)

(1) Landing roll.
(2) Spoiler operation.
(3) Reverse thrust operation.
(4) Wheel brake operation.
(5) Ground hazard.
(6) Surface Movement and Guidance System (SMGS).
(7) Other.

J. Any Flight Phase

(1) Air conditioning.
(2) Anti-icing/deicing.
(3) Auxiliary powerplant.
(4) Communications.
(5) Electrical.
(6) Fire detection and suppression.
(7) Flaps/Slats.
(8) Flight controls (including spoiler/speedbrake).
(9) Fuel and oil.
(10) Hydraulic.
(11) Landing gear.
(12) Oxygen.
(13) Pneumatic.
(14) Propulsion System.
(15) Pressurization.
(16) Flight management and guidance systems.
(17) Automatic landing aids.
(18) Automatic pilot.
(19) Thrust management/auto-throttle.
(20) Flight data displays.
(21) Flight management computers.
(22) Flight director/system displays.
(23) Flight Instruments.
(24) Heads-up flight guidance system.
(25) Navigation systems.
(26) Weather radar system.
(27) Stall warning/avoidance.
(28) Stability and control augmentation.
(29) ACARS.
(30) Other

k. Engine Shutdown and Parking

(1) Systems operation.
(2) Parking brake operation.

3. List of Simulator Systems

a. Instructor Operating Station (IOS)

(1) Power switch(es).
(2) Airplane conditions.
    (a) Gross weight, center of gravity, fuel loading and 
allocation, etc.
    (b) Airplane systems status.
    (c) Ground crew functions (e.g., external power connections, 
push back, etc.)
    (d) Other.
(3) Airports.
    (a) Number and selection.
    (b) Runway selection.
    (c) Runway surface condition (e.g., rough, smooth, icy, wet, 
dry, etc.)
    (d) Preset positions (e.g. ramp, gate, 1 for takeoff, 
takeoff position, over FAF, etc.)
    (e) Lighting controls.
    (f) Other.
(4) Environmental controls.
    (a) Clouds (base and tops).
    (b) Visibility (statute miles (kilometers)).
    (c) Runway visual range (in feet (meters)).
    (d) Temperature.
    (e) Climate conditions (e.g., ice, snow, rain, etc.).
    (f) Wind speed and direction.
    (g) Windshear.
    (h) Other.
(5) Airplane system malfunctions.
    (a) Insertion/deletion.
    (b) Problem clear.
    (c) Other
(6) Locks, Freezes, and repositioning.
    (a) Problem (all) freeze/release.
    (b) Position (geographic) freeze/release.
    (c) Repositioning (locations, freezes, and releases).
    (d) Two times or one-half ground speed control.
    (e) Other
(7) Remote IOS.
(8) Other.

b. Sound Controls--On/Off/Rheostat

c. Motion/Control Loading System

(1) On/off/emergency stop.
(2) Crosstalk (motion response in a given degree of freedom not 
perceptible in other degrees of freedom).
(3) Smoothness (no perceptible ``turn-around bump'' as the direction 
of motion reverses with the simulator being ``flown'' normally).

d. Observer Stations

(1) Position.
(2) Adjustments.
(3) Positive seat restraint system.

End QPS Requirements

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[[Page 60357]]

Attachment 4 to Appendix A to Part 60--Definitions and Abbreviations

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1. Definitions

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Begin Regulatory Language (14 CFR Part 1 and Sec.  60.3)

(From Part 1--Definitions)

    Flight simulation device (FSD) means a flight simulator or a 
flight training device.
    Flight simulator means a full size replica of a specific type or 
make, model, and series aircraft cockpit. It includes the assemblage 
of equipment and computer programs necessary to represent the 
aircraft in ground and flight operations, a visual system providing 
an out-of-the-cockpit view, a system that provides cues at least 
equivalent to those of a three-degree-of-freedom motion system, and 
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 standards (QPS) for a specific 
qualification level.
    Flight training device (FTD) means a full size replica of 
aircraft instruments, equipment, panels, and controls in an open 
flight deck area or an enclosed aircraft cockpit replica. It 
includes the equipment and computer programs necessary to represent 
the aircraft or set of aircraft 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 part and the 
qualification performance standard (QPS) for a specific 
qualification level.

(From Part 60--Definitions)

    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.
    Flight test data. Actual aircraft performance data obtained by 
the aircraft manufacturer (or other supplier of data acceptable to 
the NSPM) during an aircraft flight test program.
    FSD Directive. A document issued by the FAA to an FSD sponsor, 
requiring a modification to the FSD due to a recognized safety-of-
flight issue and amending the qualification basis for the FSD.
    Master Qualification Test Guide (MQTG). The FAA-approved 
Qualification Test Guide with the addition of the FAA-witnessed 
test, performance, or demonstration results, applicable to each 
individual FSD.
    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 the NSPM .
    Objective test. A quantitative comparison of simulator 
performance data to actual or predicted aircraft performance data to 
ensure FSD performance is within the tolerances prescribed in the 
QPS.
    Predicted data. Aircraft performance data derived from sources 
other than direct physical measurement of, or flight tests on, the 
subject aircraft. Predicted data may include engineering analysis 
and simulation, design data, wind tunnel data, estimations or 
extrapolations based on existing flight test data, or data from 
other models.
    Qualification level. The categorization of the FSD, based on its 
demonstrated technical and operational capability as set out in the 
QPS.
    Qualification Performance Standard (QPS). The collection of 
procedures and criteria published by the FAA to be used when 
conducting objective tests and subjective tests, including general 
FSD requirements, for establishing FSD qualification levels.
    Qualification Test Guide (QTG). The primary reference document 
used for evaluating an aircraft FSD. It contains test results, 
performance or demonstration results, statements of compliance and 
capability, the configuration of the aircraft simulated, and other 
information for the evaluator to assess the FSD against the 
applicable regulatory criteria.
    Set of aircraft. Aircraft that share similar handling and 
operating characteristics and similar operating envelopes and have 
the same number and type of engines or power plants.
    Sponsor. A certificate holder who seeks or maintains FSD 
qualification and is responsible for the prescribed actions as set 
out in this part and the QPS for the appropriate FSD and 
qualification level.
    Subjective test. A qualitative comparison to determine the 
extent to which the FSD performs and handles like the aircraft being 
simulated.
    Training Program Approval Authority (TPAA). A person authorized 
by the Administrator to approve the aircraft flight training program 
in which the FSD will be used.
    Upgrade. The improvement or enhancement of an FSD for the 
purpose of achieving a higher qualification level.

End Regulatory Language (14 CFR Part 1 and Sec.  60.3)

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

Begin QPS Requirements

    1st Segment--is that portion of the takeoff profile from liftoff 
to gear retraction.
    2nd Segment--is that portion of the takeoff profile from after 
gear retraction to initial flap/slat retraction.
    3rd Segment--is that portion of the takeoff profile after flap/
slat retraction is complete.
    Airspeed--is calibrated airspeed unless otherwise specified and 
is expressed in terms of nautical miles per hour (knots).
    Altitude--is pressure altitude (meters or feet) unless specified 
otherwise.
    Automatic Testing--is simulator testing wherein all stimuli are 
under computer control.
    Bank--is the airplane attitude with respect to or around the 
longitudinal axis, or roll angle (degrees).
    Breakout--is the force required at the pilot's primary controls 
to achieve initial movement of the control position.
    Closed Loop Testing--is a test method for which the input 
stimuli are generated by controllers which drive the simulator to 
follow a pre-defined target response.
    Control Sweep--is movement of the appropriate pilot controller 
from neutral to an extreme limit in one direction (Forward, Aft, 
Right, or Left), a continuous movement back through neutral to the 
opposite extreme position, and then a return to the neutral 
position.
    Computer Controlled Airplane--is an airplane where all pilot 
inputs to the control surfaces are transferred and augmented by 
computers.
    Convertible Flight Simulator--is a simulator in which hardware 
and software can be changed so that the simulator becomes a replica 
of a different model, usually of the same type airplane. The same 
simulator platform, cockpit shell, motion system, visual system, 
computers, and necessary peripheral equipment can thus be used in 
more than one simulation.
    Critical Engine Parameter--is the parameter which is the most 
accurate measure of propulsive force.
    Deadband--is the amount of movement of the input for a system 
for which there is no reaction in the output or state of the system 
observed.
    Distance--is the length of space between two points and is 
expressed in terms of nautical miles unless specified otherwise.
    Driven--is a test method where the input stimulus or variable is 
positioned by automatic means, generally a computer input.
    Free Response--is the response of the simulator after completion 
of a control input or disturbance.
    Frozen--is a test condition where one or more variables are held 
constant with time.
    Fuel used--is the amount or mass of fuel used (kilograms or 
pounds).
    Ground Effect--is the change in aerodynamic characteristics due 
to modification of the air flow past the aircraft caused by the 
proximity of the earth's surface to the airplane.
    Hands Off--is a test maneuver conducted or completed without 
pilot control inputs.
    Hands On--is a test maneuver conducted or completed with pilot 
control inputs as required.
    Heave--is simulator movement with respect to or along the 
vertical axis.
    Height--is the height above ground level (or AGL) expressed in 
meters or feet.
    Integrated Testing--is testing of the simulator such that all 
airplane system models are active and contribute appropriately to 
the results where none of the models used are substituted with 
models or other algorithms intended for testing only.
    Irreversible Control System--is a control system in which 
movement of the control surface will not backdrive the pilot's 
control in the cockpit.
    Locked--is a test condition where one or more variables are held 
constant with time.
    Manual Testing--is simulator testing wherein the pilot conducts 
the test without computer inputs except for initial setup and all 
modules of the simulation are active.
    Medium--is the normal operational weight for a given flight 
segment.
    Nominal--is the normal operational weight, configuration, speed, 
etc., for the flight segment specified.
    Non-Normal Control--is a term used in reference to Computer 
Controlled Airplanes

[[Page 60358]]

and is the state where one or more of the intended control, 
augmentation, or protection functions are not fully working. Note: 
Specific terms such as ALTERNATE, DIRECT, SECONDARY, BACKUP, etc., 
may be used to define an actual level of degradation.
    Normal Control--is a term used in reference to Computer 
Controlled Airplanes and is the state where the intended control, 
augmentation, and protection functions are fully working.
    Pitch--is the airplane attitude with respect to or around the 
lateral axis expressed in degrees.
    Power Lever Angle--is the angle of the pilot's primary engine 
control lever(s) in the cockpit. This may also be referred to as 
PLA, THROTTLE, or POWER LEVER.
    Protection Functions--are systems functions designed to protect 
an airplane from exceeding its flight maneuver limitations.
    Pulse Input--is a step input to a control followed by an 
immediate return to the initial position.
    Reversible Control System--is a control system in which movement 
of the control surface will backdrive the pilot's control in the 
cockpit.
    Roll--is the airplane attitude with respect to or around the 
longitudinal axis expressed in degrees.
    Sideslip--is the angular difference between the airplane heading 
and the direction of movement in the horizontal plane.
    Simulation Data--are the various types of data used by the 
simulator manufacturer and the applicant to design, manufacture, and 
test the simulator.
    Simulator Approval--is the extent to which a simulator may be 
used by a certificate holder as authorized by the FAA. It takes 
account of airplane to simulator differences and the training 
ability of the organization.
    Simulator Latency--is the additional time beyond that of the 
response time of the airplane due to the response of the simulator.
    Snapshot--is a presentation of one or more variables at a given 
instant of time.
    Source Data--are, for the purpose of this document, performance, 
stability and control, and other necessary test parameters 
electrically or electronically recorded in an airplane using a 
calibrated data acquisition system of sufficient resolution and 
verified as accurate by the company performing the test to establish 
a reference set of relevant parameters to which like simulator 
parameters can be compared.
    Statement of Compliance and Capability (SOC)--is a declaration 
that specific requirements have been met. It must declare that 
compliance with the requirement is achieved and explain how the 
requirement is met (e.g., gear modeling approach, coefficient of 
friction sources, etc.). It must also describe the capability of the 
simulator to meet the requirement (e.g., computer speed, visual 
system refresh rate, etc.). In doing this, the statement must 
provide references to needed sources of information for showing 
compliance, rationale to explain how the referenced material is 
used, mathematical equations and parameter values used, and 
conclusions reached.
    Step Input--is an abrupt control input held at a constant value.
    Surge--is simulator movement with respect to or along the 
longitudinal axis.
    Sway--is simulator movement with respect to or along the lateral 
axis.
    Time History--is a presentation of the change of a variable with 
respect to time.
    Training Program Approval Authority (TPAA)--is the person who 
exercises authority on behalf of the Administrator in approving the 
aircraft flight training program for the appropriate airplane in 
which the simulator will be used. This person is the principal 
operations inspector (POI) for programs approved under 14 CFR parts 
63, 121, 125, or 135; or the training center program manager (TCPM) 
for programs approved under 14 CFR part 141 or 142.
    Transport Delay or ``Throughput''--is the total simulator system 
processing time required for an input signal from a pilot primary 
flight control until motion system, visual system, or instrument 
response. It is the overall time delay incurred from signal input 
until output response. It does not include the characteristic delay 
of the airplane simulated.
    Validation Data--are data used to determine if the simulator 
performance corresponds to that of the airplane.
    Validation Test--is a test by which simulator parameters are 
compared to the relevant validation data.
    Visual System Response Time--is the interval from a control 
input to the completion of the visual display scan of the first 
video field containing the resulting different information.
    Yaw--is airplane attitude with respect to or around the vertical 
axis expressed in degrees.

End QPS Requirements

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2. Abbreviations

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Begin QPS Requirements

AFM--Approved Flight Manual.
AGL--Above Ground Level (meters or feet).
AOA--Angle of Attack (degrees).
APD--Aircrew Program Designee.
CCA--Computer Controlled Airplane.
cd/m2 candela/meter2, 3.4263 candela/
m2 = 1 ft-Lambert.
CFR--Code of Federal Regulations.
cm(s)--centimeter, centimeters.
daN--decaNewtons, one (1) decaNewton = 2.27 pounds.
deg(s) degree, degrees.
DOF--Degrees-of-freedom
EPR--Engine Pressure Ratio.
FAA--Federal Aviation Administration (U.S.).
fpm--feet per minute.
ft--foot/feet, 1 foot = 0.304801 meters.[bs]
ft-Lambert--foot-Lambert, 1 ft-Lambert = 3.4263 candela/
m2.
g--Acceleration due to Gravity (meters or feet/sec2); 1g 
= 9.81 m/sec2 or 32.2 feet/sec2.
G/S--Glideslope.
IATA--International Airline Transport Association.
ICAO--International Civil Aviation Organization.
ILS--Instrument Landing System.
IQTG--International Qualification Test Guide.
km--Kilometers 1 km = 0.62137 Statute Miles.
kPa--KiloPascal (Kilo Newton/Meters2). 1 psi = 6.89476 kPa.
Kts--Knots calibrated airspeed unless otherwise specified, 1 knot = 
0.5148
m/sec or--1.689 ft/sec.
lb(s)--pound(s), one (1) pound = 0.44 decaNewton.
M,m--Meters, 1 Meter = 3.28083 feet.
Min(s)--Minute, minutes.
MLG--h;Main Landing Gear.
Mpa--MegaPascals (1 psi = 6894.76 pascals).
ms--millisecond(s).
N--NORMAL CONTROL Used in reference to Computer Controlled 
Airplanes.
N1--Low Pressure Rotor revolutions per minute, expressed in percent 
of maximum.
N2--High Pressure Rotor revolutions per minute, expressed in percent 
of maximum.
N3--High Pressure Rotor revolutions per minute, expressed in percent 
of maximum.
nm--Nautical Mile(s) 1 Nautical Mile = 6,080 feet.
NN--NON-NORMAL CONTROL Used in reference to Computer Controlled 
Airplanes.
NWA--Nosewheel Angle (degrees).
PAPI--Precision Approach Path Indicator System.
PLA--Power Lever Angle.
Pf--Impact or Feel Pressure, often expressed as ``q.''.
PLF--Power for Level Flight.
psi--pounds per square inch.
QPS--Qualification Performance Standard.
RAE--Royal Aerospace Establishment.
R/C--Rate of Climb (meters/sec or feet/min).
R/D--Rate of Descent (meters/sec or feet/min).
REIL--Runway End Identifier Lights.
RVR--Runway Visual Range (meters or feet).
s--second(s).
sec(s)--second, seconds.
sm--Statute Mile(s) 1 Statute Mile = 5,280 feet.
SOC--Statement of Compliance and Capability.
Tf--Total time of the flare maneuver duration.
Ti--Total time from initial throttle movement until a 10% response 
of a critical engine parameter.
TIR--Type Inspection Report.
T/O--Takeoff.
Tt--Total time from Ti to a 90% increase or decrease in the power 
level specified.
VASI--Visual Approach Slope Indicator System.
VGS--Visual Ground Segment.
Vmc--Minimum Control Speed.
Vmca--Minimum Control Speed in the air.
Vmcg--Minimum Control Speed on the ground.
Vmcl--Minimum Control Speed--Landing.
Vmu--The speed at which the last main landing gear leaves the 
ground.
Vr--Rotate Speed.

[[Page 60359]]

Vs--Stall Speed or minimum speed in the stall.
WAT--Weight, Altitude, Temperature.

End QPS Requirements

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Attachment 5 to Appendix A to Part 60--Sample Documents

Table of Contents

Title of Sample

Figure 1. Sample Application Letter
Figure 2. Sample Qualification Test Guide Cover Page
Figure 3. Sample Simulator Information Page
Figure 4. Sample Statement of Qualification
    4A Sample Statement of Qualification; Configuration List
    4B Sample Statement of Qualification; Qualified/Non-Qualified 
Tasks
Figure 5. Sample Recurrent Evaluation Requirements Page
Figure 6. Sample Request for Initial, Upgrade, or Reinstatement 
Evaluation Date
Figure 7. Sample MQTG Index of Effective FSD Directives

BILLING CODE 4910-13-P

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BILLING CODE 4910-13-C

Attachment 6 to Appendix A to Part 60--Simulator Qualification 
Requirements for Windshear Training Program Use

1. Applicability

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

Begin QPS Requirements

    This attachment applies to all simulators used to satisfy the 
training requirements of 14 CFR part 121 that pertain to the 
sponsor's approved low-altitude windshear flight training program, 
or the training permitted in accordance with an FAA-approved 
training program under 14 CFR part 121, 135, or 142, that addresses 
low-altitude windshear encounters.

End QPS Requirements

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

2. Statement of Compliance and Capability (SOC)

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

Begin QPS Requirements

    a. The sponsor must submit an SOC that confirms that the 
aerodynamic model is based on flight test data supplied by the 
airplane manufacturer, or other approved source, and 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 where environmental wind parameters are 
currently evaluated in the simulator (such as crosswind takeoffs, 
crosswind approaches, and crosswind landings).
    b. For those simulators where windshear warning, caution, or 
guidance hardware was not provided as original equipment, the SOC 
must also state that the simulation of the added simulator hardware 
and/or software, including associated cockpit displays and 
annunciations, function the same or equivalent to the system(s) 
installed in the airplane and be accompanied by a block diagram that 
depicts the input and output signal flow, comparing that signal flow 
to the equipment installed in the airplane being simulated.

End QPS Requirements

3. Models

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

Begin QPS Requirements

    The windshear models installed in the simulator software that 
will be used for the qualification evaluation must do the following:
    a. Provide cues necessary for recognition of the onset of a 
windshear phenomena and potential performance degradation that would 
require a pilot to initiate recovery procedures. The cues must 
include all of the following, as may be appropriate for the 
appropriate portion of the flight envelope:
    (1) Rapid airspeed change of at least +/-15 knots (kts).
    (2) Stagnation of airspeed during the takeoff roll.
    (3) Rapid vertical speed change of at least +/-500 feet per 
minute (fpm).
    (4) Rapid pitch change of at least +/-5[deg].
    b. Be adjustable in intensity (or other parameter to achieve an 
intensity effect) to at least two (2) levels so that upon 
encountering the windshear the pilot may identify its presence by 
the cues described above, and that when the pilot applies 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

[[Page 60372]]

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 
parameters that fall within the dispatch limitations of the 
airplane.

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

End QPS Requirements

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

4. Demonstrations

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

Begin QPS Requirements

    a. The sponsor must identify two of the required, survivable 
training windshear models--one takeoff and one approach. The sponsor 
must identify the wind components of the two models selected and 
present this information in graphical format so that all components 
of the windshear are shown, including initiation point, variance in 
magnitude, and either time or distance correlation as may be 
appropriate. The simulator must be operated at the same gross 
weight, airplane configuration, and initial airspeed in all of the 
following situations:
    (1) Takeoff--through calm air.
    (2) Takeoff--through the first selected survivable windshear.
    (3) Approach--through calm air.
    (4) Approach--through the second selected survivable windshear.
    b. In each of these four situations, at an ``initiation point'' 
(that point being where the onset of windshear conditions is, or 
would have been recognized, depending on the test being run), the 
recommended procedures for windshear recovery are applied, and the 
results are recorded, as specified in paragraph 5 of this 
attachment.
    c. These recordings are made without the presence of programmed 
random turbulence. Turbulence that results from the windshear model 
is to be expected, and no attempt may be made to neutralize 
turbulence from this source.
    d. The definition of the models and the results of the 
demonstrations of all four (4) cases described in paragraph 4.a of 
this attachment, must be made a part of the MQTG.

End QPS Requirements

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

5. Recording Parameters

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

Begin QPS Requirements

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

End QPS Requirements

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

6. Equipment Installation and Operation

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

Begin QPS Requirements

    All windshear warning, caution, or guidance hardware installed 
in the simulator must operate as it operates in the airplane being 
simulated. For example: If the simulator encounters a rapidly 
changing wind speed and/or direction that would have resulted in a 
windshear warning in the airplane were the same conditions 
encountered, the simulator must respond equivalently, without 
instructor/evaluator intervention.

End QPS Requirements

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

7. Qualification Test Guide

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

Begin QPS Requirements

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

End QPS Requirements

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

8. Subjective Evaluation

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

Begin Information

    The NSPM will fly the simulator in at least two of the available 
windshear scenarios to examine the function of the simulator and the 
simulated airplane and to evaluate subjectively the performance of 
the simulator as it encounters the programmed windshear conditions 
according to the following:
    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 discretion of the 
NSPM.

End Information

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

9. Qualification Basis

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

Begin Information

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

End Information

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

10. Demonstration Repeatability

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

Begin Information

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

End Information

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

Attachment 7 to Appendix A to Part 60--Record of FSD Directives

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

Begin QPS Requirements

    When the FAA determines that modification of a simulator is 
necessary for safety reasons, all affected simulators must be 
modified accordingly, regardless of the original qualification 
standards applicable to any specific simulator.
    a. A copy of the notification to the sponsor from the TPAA or 
NSPM that a modification is necessary will be filed in and 
maintained as part of this attachment.
    b. The effective FSD Directives, including the date of the 
directive, the direction to make these changes, and the date of 
completion of any resulting modification must be maintained in a 
separate section of the MQTG and indexed accordingly. The MQTG must 
also be updated to include the information described in Sec.  
60.15(b)(4) as may be appropriate as a result of the FSD Directive. 
See Attachment 5 for a sample Index of Effective FSD Directives.

End QPS Requirements

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

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

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

Begin Information

    This appendix establishes the standards for Airplane Flight 
Training Device (FTD) evaluation and qualification at one of the 
established levels. The Flight Standards Service, National Simulator 
Program (NSP) staff, under the direction of the NSP Manager (NSPM), 
is responsible for the development, application, and interpretation 
of the standards contained within this appendix.
    The procedures and criteria specified in this document will be 
used by the NSPM, or a person or persons assigned by the NSPM (e.g., 
FAA pilots and/or FAA aeronautical engineers, assigned to and 
trained under the direction of the NSP--referred to as NSP pilots or 
NSP engineers, other FAA

[[Page 60373]]

personnel, etc.) when conducting airplane FTD evaluations.

Table of Contents

1. Introduction.
2. Definitions.
3. Related Reading References.
4. Background.
5. Quality Assurance Program.
6. Sponsor Qualification Requirements.
7. Additional Responsibilities of the Sponsor.
8. FTD Use.
9. FTD Objective Data Requirements.
10. Special Equipment and Personnel Requirements for Qualification 
of the FTD.
11. Initial (and Upgrade) Qualification Requirements.
12. Additional Qualifications for Currently Qualified FTD's.
13. Previously Qualified FTDs.
14. Inspection, Maintenance, and Recurrent Evaluation Requirements.
15. Logging FTD Discrepancies.
16. [Reserved]
17. Modifications to FTDs.
18. Operations With Missing, Malfunctioning, or Inoperative 
Components.
19. Automatic Loss of Qualification and Procedures for Restoration 
of Qualification.
20. Other Losses of Qualification and Procedures for Restoration of 
Qualification.
21. Recordkeeping and Reporting.
22. Applications, Logbooks, Reports, and Records: Fraud, 
Falsification, or Incorrect Statements.
23. [Reserved]
24. Levels of FTD.
25. [Reserved]
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 Tests
Attachment 4 to Appendix B to Part 60--Definitions and Abbreviations
Attachment 5 to Appendix B to Part 60--Sample Documents
Attachment 6 to Appendix B to Part 60--Record of FSD Directives

1. Introduction

    a. This appendix contains background information as well as 
information that is either directive or guiding in nature. 
Information considered directive is described in this document in 
terms such as ``will,'' ``shall,'' and ``must,'' and means that the 
actions are mandatory. Guidance information is described in terms 
such as ``should,'' or ``may,'' and indicate actions that are 
desirable, permissive, or not mandatory and provide for flexibility.
    b. To assist the reader in determining what areas are directive 
or required and what areas are guiding or permissive--
    (1) The text in this appendix is contained within sections, 
separated by horizontal lines; headings associated with these 
horizontal lines will indicate that a particular section begins or 
ends. All of the text falls into one of three sections: a direct 
quote or a paraphrasing of the Part 60 rule language; additional 
requirements that are also regulatory but are found only in this 
appendix; and advisory or informative material.
    (2) The text presented between horizontal lines beginning with 
the heading ``Begin Rule Language'' and ending with the heading 
``End Rule Language,'' is a direct quote or is paraphrased from Part 
60 of the regulations. For example: The rule uses the terms ``flight 
simulation device (FSD)'' and ``aircraft;'' however, in this 
appendix the rule is paraphrased and the term ``simulator'' is used 
instead of FSD, and ``airplane'' is used instead of aircraft. 
Additionally, the rule uses the terms ``this part'' and 
``appropriate QPS;'' however, in this appendix the rule is 
paraphrased and the terms ``Part 60'' and ``this appendix,'' 
respectively, are used instead. (Definitions are not paraphrased or 
modified in any way.) For ease of referral, the Part 60 reference is 
noted at the beginning and the end of the bordered area.
    (3) The text presented between horizontal lines beginning with 
the heading ``Begin QPS Requirements'' and ending with the heading 
``End QPS Requirements,'' is also regulatory but is found only in 
this appendix.
    (4) The text presented between horizontal lines beginning with 
the heading ``Begin Information'' and ending with the heading ``End 
Information,'' is advisory or informative.
    (5) The tables in this appendix have rows across the top of each 
table--
    (a) The data presented in columns under the heading ``QPS 
REQUIREMENTS'' is regulatory but is found only in this appendix.
    (b) The data presented in columns under the heading 
``INFORMATION'' is advisory or informative.

    Important Note: While this appendix contains quotes and 
paraphrasing directly from the rule, the reader is cautioned not to 
rely solely on this appendix for regulatory requirements regarding 
flight simulators. For regulatory references for airplane flight 
simulators, the reader is referred to paragraphs 3.a through h of 
this appendix.

    c. Questions regarding the contents of this publication should 
be sent to: U.S. Department of Transportation, Federal Aviation 
Administration, Flight Standards Service, National Simulator Program 
Staff, AFS-205, PO Box 20636, Atlanta, Georgia 30320. Telephone 
contact numbers are: Phone, 404-305-6100; fax, 404-305-6118. The 
National Simulator Program Internet Web site address is: 
www.faa.gov/nsp. On this Web Site you will find an NSP personnel 
list with contact information, a list of qualified flight simulation 
devices, advisory circulars, a description of the qualification 
process, NSP policy, and an NSP ``In-Works'' section. Also linked 
from this site are additional information sources, handbook 
bulletins, frequently asked questions, a listing and text of the 
Federal Aviation Regulations, Flight Standards Inspector's 
handbooks, and other FAA links.
    d. The NSPM encourages the use of electronic media for 
communication and the gathering, storage, presentation, or 
transmission of any record, report, request, test, or statement 
required by this QPS provided the media used has adequate provision 
for security and is acceptable to the NSPM. The NSPM recommends 
inquiries on system compatibility prior to any such activity. 
Minimum System requirements may be found on the NSP Website.

End Information

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

2. Definitions

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

Begin Information

    See attachment 4 of this appendix for a list of definitions and 
abbreviations. Attachment 4 contains definitions directly quoted 
from 14 CFR part 1 or part 60, contained within a bordered area with 
Red-colored left hand columns, indicating they are quoted from 14 
CFR part 1 or part 60 and are regulatory. Additional definitions and 
abbreviations used in reading and understanding this document are 
contained within bordered areas with Blue-colored left hand columns, 
indicating they are also regulatory but appear only within this 
document. For purposes of accuracy, the definitions listed are 
directly quoted, and are not paraphrased.

End Information

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

3. Related Reading References

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

Begin Information

    a. 14 CFR part 60
    b. 14 CFR part 61.
    c. 14 CFR part 63.
    d. 14 CFR part 121.
    e. 14 CFR part 125
    f. 14 CFR part 135.
    g. 14 CFR part 141
    h. 14 CFR part 142
    i. Advisory Circular (AC) 120-28C, Criteria for Approval of 
Category III Landing Weather Minima.
    j. AC 120-29, Criteria for Approving Category I and Category II 
Landing Minima for part 121 operators.
    k. AC 120-35B, Line Operational Simulations: Line-Oriented 
Flight Training, Special Purpose Operational Training, Line 
Operational Evaluation.
    l. AC 120-41, Criteria for Operational Approval of Airborne Wind 
Shear Alerting and Flight Guidance Systems.
    m. AC 120-57A, Surface Movement Guidance and Control System 
(SMGS).
    n. AC 150/5300-13, Airport Design.
    o. AC 150/5340-1G, Standards for Airport Markings.
    p. AC 150/5340-4C, Installation Details for Runway Centerline 
Touchdown Zone Lighting Systems.
    q. AC 150/5340-19, Taxiway Centerline Lighting System.
    r. AC 150/5340-24, Runway and Taxiway Edge Lighting System.
    s. AC 150/5345-28D, Precision Approach Path Indicator (PAPI) 
Systems
    t. International Air Transport Association document, ``Flight 
Simulator Design and Performance Data Requirements, Fifth Edition 
(1996).

[[Page 60374]]

    u. AC 25-7, Flight Test Guide for Certification of Transport 
Category Airplanes.
    v. AC 23-8A, Flight Test Guide for Certification of Part 23 
Airplanes.
    w. International Civil Aviation Organization (ICAO) Manual of 
Criteria for the Qualification of Flight Simulators, First Edition, 
1994 Doc 9625-AN/938.
    x. Airplane Flight Simulator Evaluation Handbook, Volume I 
(February, 1995) and Volume II (July, 1996), The Royal Aeronautical 
Society, London, UK.
    y. Airplane Flight Simulator Evaluation Handbook, Volume I 
(February, 1995) and Volume II (July, 1996), The Royal Aeronautical 
Society, London, UK.
    z. FAA Publication FAA-S-8081 series (Practical Test Standards 
for Airline Transport Pilot Certificate, Type Ratings, Commercial 
Pilot, and Instrument Ratings).

End Information

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

4. Background

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

Begin Information

    a. The primary objective of flight training continues to be one 
of providing a means for flightcrew members to acquire the skills 
and knowledge necessary to perform to a desired safe standard. By 
the same measure, flight simulation continues to provide the most 
effective, viable environment for the instruction, demonstration, 
and practice of the maneuvers and procedures (called training 
events) pertinent to a particular airplane and crew member position. 
The complexity, operating costs, and operating environment of modern 
airplanes, together with the steady technological advances in flight 
simulation, have continued to encourage, and, in fact, have 
demanded, the expanded use of flight simulation (both FTDs and 
simulators) in the training and checking of flightcrew members.
    b. The FAA has traditionally recognized the value of training 
devices and has awarded credit for their use in the completion of 
specific training and checking events in both general aviation and 
air carrier flight training programs and in pilot certification 
activities. Such credits are delineated in 14 CFR parts 61 and 121; 
and in other appropriate sources such as handbooks and guidance 
documents. These CFR sources, however, have, in the past, referred 
only to a ``training device'' or to a ``flight training device,'' 
with no further descriptive information. Other sources had referred 
to flight training devices in several categories such as Cockpit 
Procedures Trainers, Cockpit Systems Simulators, Fixed Base 
Simulators, and other descriptors. Prior to the advent of the 
predecessor to this document, these categories and names had no 
standard definition or design criteria within the industry and no 
single source guidance document had existed to categorize these 
devices, to provide qualification standards for each category, or to 
relate one category to another in terms of capability or technical 
complexity. As a result, approval of these devices for use in 
training programs had not always been equitable. This circumstance 
has changed. The recognizable and understood technical definitions 
and descriptions in previous documents has provided a foundation. 
Knowledge of the FAA-authorized uses of FTDs built on this 
foundation and has significantly influenced the flight training 
industry to increase the use of FTDs and has garnered support for 
multiplying that use in the future.
    c. For information purposes, the following is a chronological 
listing of the documents preceding this document that have addressed 
the qualification criteria for airplane flight training device (FTD) 
evaluation and qualification by the FAA, including the effective 
dates of those documents: AC 120-45--05/11/87 to 02/05/92; AC 120-
45A- -02/05/92 to (date TBD).

End Information

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

5. Quality Assurance Program

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

Begin Rule Language (Sec.  60.5)

    a. After [date 6 months after the effective date of the final 
rule], no sponsor may use or allow the use of or offer the use of an 
FTD for flightcrew member training or evaluation or for obtaining 
flight experience to meet any requirement of this chapter unless the 
sponsor has established and follows a quality assurance (QA) 
program, acceptable to the NSPM, for the continuing surveillance and 
analysis of the sponsor's performance and effectiveness in providing 
a satisfactory FTD for use on a regular basis as described in this 
QPS.
    b. The QA program must provide a process for identifying 
deficiencies in the program and for documenting how the program will 
be changed to address these deficiencies.
    c. Whenever the NSPM finds that the QA program does not 
adequately address the procedures necessary to meet the requirements 
of this part, the sponsor must, after notification by the NSPM, 
change the program so the procedures meet the requirements of this 
part.
    d. Each sponsor of an FTD must identify to the NSPM and to the 
TPAA, by name, one individual, who is an employee of the sponsor, to 
be the management representative (MR) and the primary contact point 
for all matters between the sponsor and the FAA regarding the 
qualification of that FTD as provided for in this part.

End Rule Language (Sec.  60.5)

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

Begin QPS Requirements

    e. 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 
responsibility and authority to establish and modify the sponsor's 
policies, practices, and procedures regarding the QA program for the 
recurring qualification of, and the day-to-day use of, each FTD.
    f. An acceptable Quality Assurance (QA) Program must contain a 
complete, accurate, and clearly defined written description of and/
or procedures for--
    (1) The method used by management to communicate the importance 
of meeting the regulatory standards contained in Part 60 and this 
QPS and the importance of establishing and meeting the requirements 
of a QA Program as defined in this paragraph.
    (2) The method(s) used by management to determine that the 
regulatory standards and the QA program requirements are being met, 
and if or when not met, what actions are taken to correct the 
deficiency and prevent its recurrence.
    (3) The method used by management to determine that the sponsor 
is, on a timely and regular basis, presenting a qualified FTD.
    (4) The criteria for and a definition or description of the 
workmanship expected for normal upkeep, repair, parts replacement, 
modification, etc., on the FTD and how, when, and by whom such 
workmanship is determined to be satisfactorily accomplished.
    (5) The method used to maintain and control appropriate 
technical and reference documents, appropriate training records, and 
other documents for--
    (a) Continuing FTD qualification; and
    (b) The QA program.
    (6) The criteria the sponsor uses (e.g., training, experience, 
etc.) to determine who may be assigned to duties of inspection, 
testing, and maintenance (preventive and corrective) on FTDs.
    (7) The method used to track inspection, testing, and 
maintenance (preventive and corrective) on each FTD.
    (8) The method used by the sponsor to inform the TPAA in advance 
of each scheduled NSPM-conducted evaluation and, after completion, 
the results of each such evaluation.
    (9) The method used to ensure that FTD instructors, check 
airmen, and those who conduct the daily preflight are capable of 
determining what circumstance(s) constitute(s) a discrepancy 
regarding the FTD and its operation.
    (10) The method used to ensure that instructors, check airmen, 
and those who conduct the daily preflight, record in the FTD 
discrepancy log each FTD discrepancy and each missing, 
malfunctioning, or inoperative FTD component.
    (11) The method used to ensure that instructors and check airmen 
are completely and accurately logging the number of disruptions and 
time not available for training or for obtaining flight experience 
during a scheduled FTD use-period, including the cause(s) of the 
disruption.
    (12) The method used by the sponsor to notify users of the FTD 
of missing, malfunctioning, or inoperative components that restrict 
the use of the FTD.
    (13) The method of recording NSPM-conducted evaluations and 
other inspections (e.g., daily preflight inspections, NASIP 
inspections, sponsor conducted quarterly inspections, etc.), 
including the evaluation or inspection date, test results, 
discrepancies and recommendations, and all corrective actions taken.
    (14) The method for ensuring that the FTD is configured the way 
the airplane it represents is configured and that if the 
configuration is authorized to be changed that the newly configured 
system(s) function(s) correctly.

[[Page 60375]]

    (15) The method(s) for:
    (a) Determining whether or not proposed modifications to the 
airplane will affect the performance, handling, or other functions 
or characteristics of the airplane;
    (b) Determining whether or not proposed modifications to the FTD 
will affect the performance, handling, or other functions or 
characteristics of the FTD; and
    (c) Coordinating and communicating items 5.f.(15)(a) and (b) of 
this appendix, as appropriate, with the sponsor's training 
organization, other users (e.g., lease or service contract users), 
the TPAA, and the NSPM.
    (16) How information found in the discrepancy log is used to 
correct discrepancies and how this information is used to review 
and, if necessary, modify existing procedures for FTD maintenance.
    (17) The method for how and when software or hardware 
modifications are accomplished and tracked, documenting all changes 
made from the initial submission.
    (18) The method used for determining that the FTD meets 
appropriate standards each day that it is used.
    (19) The method for acquiring independent feedback regarding FTD 
operation (from persons recently completing training or obtaining 
flight experience; instructors and check airmen using the FTD for 
training or flight experience sessions; and FTD technicians and 
maintenance personnel) including a description of the process for 
addressing these comments.
    (20) How devices used to test, measure, and monitor correct FTD 
operation are calibrated and adjusted for accuracy, including 
traceability of that accuracy to a recognized standard, and how 
these devices are maintained in good operating condition.
    (21) How, by whom, and how frequently internal audits of the QA 
program are conducted and where and how the results of such audits 
are maintained and reported to Responsible Management, the NSPM, and 
the TPAA.

End QPS Requirements

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

Begin Information

    g. Additional Information.
    (1) In addition to specifically designated QA evaluations, the 
NSPM will evaluate the sponsor's QA program as part of regularly 
scheduled recurrent FTD evaluations and no-notice FTD evaluations, 
focusing in large part on the effectiveness and viability of the QA 
program and its contribution to the overall capability of the FTD to 
meeting the requirements of this part.
    (2) The sponsor, through the MR, may delegate duties associated 
with maintaining the qualification of the FTD (e.g., corrective and 
preventive maintenance, scheduling for and the conducting of tests 
and/or inspections, functional preflight checks, etc.) but retains 
the responsibility and authority for the initial and day-to-day 
qualification and quality of the FTD. One person may serve in this 
capacity for more than one FTD, but one FTD would not have more than 
one person serving in this capacity.
    (3) Should a sponsor include a ``foreign FTD'' (i.e., one 
maintained by a non-US certificate holder) under their sponsorship, 
the sponsor remains responsible for the QA program for that FTD. 
However, if that foreign FTD is maintained under a QA program 
accepted by that foreign regulatory authority and that authority and 
the NSPM have agreed to accept each other's QA programs (e.g., the 
Joint Aviation Authorities, JAA, of Europe), the sponsor will be 
required only to perform an ``external audit'' of the non-US 
certificate holder's compliance with the accepted foreign QA 
program, with the results of that audit submitted to and accepted by 
the NSPM.

End Information

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6. Sponsor Qualification Requirements

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

Begin Rule Language (Sec.  60.7)

    a. A person is eligible to apply to be a sponsor of an FTD if 
the following conditions are met:
    (1) The person holds, or is an applicant for, a certificate 
under part 119, 141, or 142 of this chapter; or holds, or is an 
applicant for, an approved flight engineer course in accordance with 
part 63 of this chapter.
    (2) The FTD will be used, or will be offered for use, in the 
sponsor's FAA-approved flight training program for the airplane 
being simulated as evidenced in a request for evaluation submitted 
to the NSPM through the TPAA.
    b. A person is a sponsor of the FTD if the following conditions 
are met:
    (1) The person is a certificate holder under part 119, 141, or 
142 of this chapter or has an approved flight engineer course in 
accordance with part 63 of this chapter.
    (2) The person has operations specifications authorizing the use 
of the airplane type or set of airplanes being simulated by the FTD 
or has training specifications or a course of training authorizing 
the use of an FTD for that airplane type or set of airplanes.
    (3) The person has an approved quality assurance program in 
accordance with Sec.  60.5.
    (4) The NSPM has approved the person as the sponsor of the FTD 
and that approval has not been withdrawn by the FAA.
    c. A person continues to be a sponsor of an FTD, if the 
following conditions are met:
    (1) Beginning 12 calendar months after the initial qualification 
and every 12 calendar months thereafter, the FTD must have been used 
within the sponsor's FAA-approved flight training program for the 
airplane type or set of airplanes for a minimum of 600 hours.
    (2) The use of the FTD described in paragraph (c)(1) of this 
section must be dedicated to meeting the requirements of parts 61, 
63, 91, 121, or 135 of this chapter.
    (3) If the use requirements of paragraphs (c)(1) and (2) of this 
section are not met, the person will continue to sponsor the FTD on 
a provisional basis for a period not longer than 12 calendar months; 
and--
    (i) If the FTD is used as described in paragraphs (c)(1) and (2) 
of this section within this additional 12 calendar month period, the 
provisional status will be removed and regular sponsorship resumed; 
or
    (ii) If the FTD is not used as described in paragraphs (c)(1) 
and (2) of this section within the additional 12 calendar month 
period, the FTD is not qualified and the sponsor will not be 
eligible to apply to sponsor that FTD for at least 12 calendar 
months.

End Rule Language (Sec.  60.7)

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7. Additional Responsibilities of the Sponsor

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

Begin Rule Language (Sec.  60.9)

    a. The sponsor must not allow the FTD to be used for flightcrew 
member training or evaluation or for attaining flight experience for 
the flightcrew member to meet any of the requirements under this 
chapter unless the sponsor, upon request, allows the NSPM to inspect 
immediately the FTD, including all records and documents relating to 
the FTD, to determine its compliance with this part.
    b. The sponsor must, for each FTD--
    (1) Establish a mechanism for the following persons to provide 
comments regarding the FTD and its operation and provide for receipt 
of those comments:
    (i) Flightcrew members recently completing training or 
evaluation or recently obtaining flight experience in the FTD;
    (ii) Instructors and check airmen using the FTD for training, 
evaluation, or flight experience sessions; and
    (iii) Simulator technicians and maintenance personnel performing 
work on the FTD.
    (2) Examine each comment received under paragraph (b)(1) of this 
section for content and importance and take appropriate action.
    (3) Maintain a liaison with the manufacturer of the airplane 
being simulated by the FTD to facilitate compliance with Sec.  
60.13(f) when necessary.
    (4) Post in or adjacent to the FTD the Statement of 
Qualification issued by the NSPM.

End Rule Language (Sec.  60.9)

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8. FTD Use

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

Begin Rule Language (Sec.  60.11)

    No person may use or allow the use of or offer the use of an FTD 
for meeting training, evaluation, or flight experience requirements 
of this chapter for flightcrew member certification or qualification 
unless, in accordance with the QPS for the specific device--
    a. It has a single sponsor who is qualified under Sec.  60.9. 
The sponsor may arrange with another person for services of document 
preparation and presentation, as well as FTD inspection, 
maintenance, repair, and servicing; however, the sponsor remains 
responsible for ensuring that these functions are conducted in a 
manner and with a result of continually meeting the requirements of 
this part.
    b. It is qualified as described in the Statement of 
Qualification that is required to be posted pursuant to Sec.  
60.9(b)(4)--

[[Page 60376]]

    (1) For the make, model, and series of airplane or set of 
airplanes; and
    (2) For all tasks and configurations.
    c. It remains qualified, through satisfactory inspection, 
recurrent evaluations, appropriate maintenance, and use requirements 
in accordance with this part and the appropriate QPS.
    d. Its software and active programming used during the training, 
evaluation, or flight experience is the same as the software and 
active programming that was evaluated by the NSPM.

End Rule Language (Sec.  60.11)

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Begin QPS Requirements

    e. Only those FTDs that are used by a certificate holder (as 
defined for use in Part 60 and this QPS) 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.

End QPS Requirements

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Begin Information

    f. Each FTD must be evaluated as completely as possible. To 
ensure a thorough and uniform evaluation, each FTD is subjected to 
the objective tests listed in attachment 2 of this appendix and the 
subjective tests listed in attachment 3 of this document. The 
evaluation(s) described herein will include, but not necessarily be 
limited to the following, as appropriate, for the qualification 
level of the FTD:
    (1) Aerodynamic responses, including longitudinal and lateral-
directional control responses (see attachment 2 of this appendix);
    (2) Performance in authorized portions of the simulated 
airplane's, or set of airplanes'', operating envelope, to include 
tasks suitable to the NSPM in the areas of ground operations, 
takeoff, climb, cruise, descent, approach, and landing (see 
paragraph 22 of this appendix) as well as abnormal and emergency 
operations (see paragraph 23 and attachment 2 of this appendix);
    (3) Control checks (see attachment 1 and attachment 2 of this 
appendix);
    (4) Cockpit configuration (see attachment 1 of this appendix);
    (5) Pilot, flight engineer, and instructor station functions 
checks (see attachment 1 and attachment 3 of this appendix);
    (6) Airplane, or set of airplanes, systems and sub-systems (as 
appropriate) as compared to the airplane or set of airplanes 
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 
complexity of the FTD 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.
    g. 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 are used to compare FTD and airplane data 
objectively to ensure that the FTD performance and handling 
qualities are within specified tolerances.
    (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 meets the 
appropriate training/testing/checking objectives and competently 
simulates each required maneuver, procedure, or task; and
    (c) verifying correct operation of the FTD controls, 
instruments, and systems.
    h. The tolerances for the test parameters listed in attachment 2 
of this appendix are the maximum 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.
    i. In addition to the scheduled recurrent evaluation (see 
paragraph 13 of this appendix), each FTD is subject to evaluations 
conducted by the NSPM at any time with no 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 flightcrew member 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. While the intent is to observe the operation and 
interaction of the device and not the check airman, instructor, APD, 
FAA inspector, or student(s), the FTD evaluator is a qualified FAA 
operations inspector and must, without question, report any obvious 
lack of proficiency to the appropriate POI or TCPM.

End Information

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9. FTD Objective Data Requirements

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

Begin Rule Language (Sec.  60.13)

    a. Except as provided in paragraphs (b) and (c) of this section, 
for the purposes of validating FTD performance and handling 
qualities during evaluation for qualification, the sponsor must 
submit the airplane manufacturer's flight test data to the NSPM.
    b. The sponsor may submit flight test data from a source in 
addition to or independent of the airplane manufacturer's data to 
the NSPM in support of an FTD qualification, but only if this data 
is gathered and developed by that source in accordance with flight 
test methods, including a flight test plan, as described in the 
appropriate QPS.
    c. The sponsor may submit alternative data acceptable to the 
NSPM for consideration, approval and possible use in particular 
applications for FTD qualification.
    d. Data or other material or elements must be submitted in a 
form and manner acceptable to the NSPM.
    e. The NSPM may require additional flight testing to support 
certain FTD qualification requirements.
    f. When an FTD sponsor learns, or is advised by an airplane 
manufacturer or supplemental type certificate (STC) holder, that an 
addition to, an amendment to, or a revision of the data used to 
program and operate an FTD used in the sponsor's training program is 
available, the sponsor must immediately notify the NSPM.

End Rule Language (Sec.  60.13)

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Begin QPS Requirements

    g. 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, that contains:
    (a) The required maneuvers and procedures.
    (b) For each maneuver or procedure --
    (i) The procedures and control input the flight test pilot and/
or engineer are to use.
    (ii) The atmospheric and environmental conditions.
    (iii) The initial flight conditions.
    (iv) The airplane configuration, including weight and center of 
gravity.
    (v) The data that is to be gathered.
    (vi) Any other appropriate factors.
    (2) Appropriately qualified flight test personnel.
    (3) An understanding of the accuracy of the data to be gathered.
    (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.
    (5) Calibration of data acquisition equipment and airplane 
performance instrumentation must be current and traceable to a 
recognized standard.
    h. The data presented, 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 of this appendix.
    (4) with any necessary guidance information provided; and

[[Page 60377]]

    (5) without alteration, adjustments, or bias; however the data 
may be re-scaled, digitized, or otherwise manipulated to fit the 
desired presentation.
    i. After completion of any additional flight test, a flight test 
report must be submitted in support of the objective data. The 
report must contain sufficient data and rationale to support 
qualification of the FTD at the level requested.

End QPS Requirements

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

Begin Information

    j. Any necessary data and the flight test plan should be 
reviewed with the NSP staff well in advance of commencing the flight 
test.

End Information

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10. Special Equipment and Personnel Requirements for Qualification of 
the FTD

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

Begin Rule Language (Sec.  60.14)

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

End Rule Language (Sec.  60.14)

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

Begin Information

    b. Examples of a special evaluation would be an evaluation 
conducted at the request of the TPAA or as a result of comments 
received from users of the FTD that, upon analysis and confirmation, 
might cause a question as to the continued qualification or use of 
the FTD.
    c. The NSPM will notify the sponsor at least 24 hours in advance 
of the evaluation if special equipment or personnel will be required 
to conduct the evaluation. Examples of special equipment include 
spot photometers, flight control measurement devices, sound 
analyzer, etc. Examples of special personnel would be those 
specifically qualified to install or use any special equipment when 
its use is required.

End Information

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11. Initial (and Upgrade) Qualification Requirements

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

Begin Rule Language (Sec.  60.15)

    a. For each FTD, the sponsor must submit a request through the 
TPAA to have the NSPM evaluate the FTD for initial qualification at 
a specific level. The request must be submitted in the form and 
manner described in the appropriate QPS.
    b. The request must include all of the following:
    (1) A statement that the FTD meets all of the applicable 
provisions of this part.
    (2) A statement that the sponsor has established a procedure to 
verify that the configuration of hardware and software present 
during the evaluation for initial qualification will be maintained, 
except where modified as authorized in Sec.  60.23. The statement 
must include a description of the procedure.
    (3) A statement signed by at least one pilot who meets the 
requirements of paragraph (c) of this section asserting that each 
pilot so approved has determined that the following requirements 
have been met:
    (i) The FTD systems and sub-systems function equivalently to 
those in the airplane or set of airplanes.
    (ii) The performance and flying qualities of the FTD are 
equivalent to those of the airplane or set of airplanes.
    (iii) For type specific FTD's, the cockpit configuration 
conforms to the configuration of the airplane make, model, and 
series being simulated.
    (4) A list of all of the operations tasks or FTD systems in the 
subjective test appendix of the appropriate QPS for which the FTD 
has not been subjectively tested (e.g., circling approaches, 
windshear training, etc.) and for which qualification is not sought.
    (5) A qualification test guide (QTG) that includes all of the 
following:
    (i) Objective data obtained from airplane testing or another 
approved source.
    (ii) Correlating objective test results obtained from the 
performance of the FTD as prescribed in the appropriate QPS.
    (iii) The general FTD performance or demonstration results 
prescribed in the appropriate QPS.
    (iv) A description of the equipment necessary to perform the 
evaluation for initial qualification and the recurrent evaluations 
for continuing qualification.
    c. The pilot or pilots who make the statement required by 
paragraph (b)(3) of this section must--
    (1) Be designated by the sponsor;
    (2) Be approved by the TPAA; and
    (3) Be qualified in --
    (i) The airplane or set of airplanes being simulated; or
    (ii) For airplane types not yet issued a type certificate, an 
airplane type similar in size and configuration.
    d. The subjective tests that form the basis for the statements 
described in paragraph (b)(3) of this section and the objective 
tests referenced in paragraph (b)(5) of this section must be 
accomplished at the sponsor's training facility except as provided 
for in the appropriate QPS.
    e. The person seeking to qualify the FTD must provide the NSPM 
access to the FTD for the length of time necessary for the NSPM to 
complete the required evaluation of the FTD for initial 
qualification, which includes the conduct and evaluation of 
objective and subjective tests, including general FTD requirements, 
as described in the appropriate QPS, to determine that the FTD meets 
the standards in that QPS.
    f. When the FTD passes an evaluation for initial qualification, 
the NSPM issues a Statement of Qualification that includes all of 
the following:
    (1) Identification of the sponsor.
    (2) Identification of the make, model, and series of the 
airplane or set of airplanes being simulated.
    (3) Identification of the configuration of the airplane of set 
or airplanes being simulated (e.g., engine model or models, flight 
instruments, navigation or other systems, etc.).
    (4) A statement that the FTD is qualified as a flight training 
device.
    (5) Identification of the qualification level of the FTD.
    (6) A list of all of the operations tasks or FTD systems in the 
subjective test appendix of the appropriate QPS for which the FTD 
has not been subjectively tested and for which the FTD is not 
qualified (e.g., circling approaches, windshear training, etc.).
    g. After the NSPM completes the evaluation for initial 
qualification, the sponsor must update the QTG, with the results of 
the FAA-witnessed tests and demonstrations together with the results 
of all the objective tests and demonstrations described in the 
appropriate QPS.
    h. Upon issuance of the Statement of Qualification the updated 
QTG becomes the MQTG and must then be made available to the FAA upon 
request.

End Rule Language (Sec.  60.15)

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Begin QPS Requirement

    i. The QTG described in paragraph 11.b.(4) of this appendix, 
must provide the documented proof of compliance with the FTD 
objective tests in attachment 2 of this appendix.
    j. The QTG is prepared and submitted by the sponsor, or the 
sponsor's agent on behalf of the sponsor, through the TPAA 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 
automatically and manually conducted tests;
    (3) a means of comparing the FTD's test results to the objective 
data;
    (4) statements of how a particular test was accomplished or that 
certain requirements have been met (see appendices to this document 
for additional information);
    (5) other information appropriate to the qualification level of 
the FTD.
    k. The QTG described in paragraph 11.b.(4) of this appendix, 
must include the following:
    (1) A QTG cover page with sponsor and FAA approval signature 
blocks (see attachment 5, Figure 2, of this appendix for a sample 
QTG cover page).
    (2) A recurrent evaluation schedule requirements page `` to be 
used by the NSPM to establish and record the frequency with which 
recurrent evaluations must be conducted and any subsequent changes 
that may be determined by the NSPM. See attachment 5, Figure 4, of 
this appendix for a sample Recurrent Evaluation Schedule 
Requirements page.
    (3) An FTD information page that provides the information listed 
below (see attachement 5, Figure 3, of this appendix for a sample 
FTD information page). For convertible FTDs, a separate page is 
submitted for each configuration of the FTD.
    (a) The sponsor's FTD identification number or code.

[[Page 60378]]

    (b) The airplane model and series, or set of airplanes, being 
simulated.
    (c) The aerodynamic data revision number or reference.
    (d) The engine model(s) and its data revision number or 
reference.
    (e) The flight control data revision number or reference.
    (f) The flight management system identification and revision 
level.
    (g) The FTD model and manufacturer.
    (h) The date of FTD manufacture.
    (i) The FTD computer identification.
    (j) The visual system model and manufacturer, including display 
type.
    (k) The motion system type and manufacturer, including degrees 
of freedom.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) The source data.
    (7) A glossary of terms and symbols used (including sign 
conventions and units).
    (8) Statements of compliance and capability (SOC's) with certain 
requirements. SOC's must provide references to the sources of 
information for showing the capability of the FTD to comply with the 
requirement, a rationale explaining how the referenced material is 
used, mathematical equations and parameter values used, and the 
conclusions reached; i.e. that the FTD complies with the 
requirement. Refer to the ``Additional Details'' column in 
attachment 1 of this appendix, ``FTD Standards,'' or in the ``Test 
Details'' column in attachment 2 of this appendix, ``FTD Objective 
Tests,'' to see when SOC's are required.
    (9) Recording procedures or equipment required to accomplish the 
objective tests.
    (10) The following information for each objective test 
designated in attachment 2 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 parameters driven or constrained during the 
automatically conducted test(s).
    (h) List of all parameters driven or constrained during the 
manually conducted test(s).
    (i) Tolerances for relevant parameters.
    (j) Source of Airplane Test Data (document and page number).
    (k) Copy of the Airplane Test 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.
    l. Form and manner of presentation of objective test results in 
the QTG:
    (1) The sponsor's FTD test results must be recorded in a manner, 
acceptable to the NSPM, that will allow easy comparison of the FTD 
test results to airplane test data (e.g., use of a multi-channel 
recorder, line printer, cross plotting, overlays, transpariencies, 
etc.).
    (2) FTD results must be labeled using terminology common to 
airplane parameters as opposed to computer software identifications.
    (3) Airplane 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 of this appendix.
    (5) For tests involving time histories, flight test data sheets 
(or transparencies thereof) and FTD test results must be clearly 
marked with appropriate reference points to ensure an accurate 
comparison between FTD and airplane with respect to time. Time 
histories recorded via a line printer are to be clearly identified 
for cross-plotting on the airplane data. Over-plots must not obscure 
the reference data.
    m. The sponsor may elect to complete the QTG objective tests at 
the manufacturer's facility. Tests performed at this location must 
be conducted after assembly of the FTD has been essentially 
completed, the systems and sub-systems are functional and operate in 
an interactive manner, and prior to the initiation of disassembly 
for shipment. The sponsor must substantiate FTD performance at the 
sponsor's training facility by repeating a representative sampling 
of all the objective tests in the QTG and submitting these repeated 
test results to the NSPM. This sample must consist of at least one-
third of the QTG objective tests. The QTG must be clearly annotated 
to indicate when and where each test was accomplished.
    n. The sponsor may elect to complete the subjective tests at the 
manufacturer's facility. Tests performed at this location will be 
conducted after assembly of the FTD has been essentially completed, 
the systems and sub-systems are functional and operate in an 
interactive manner, and prior to the initiation of disassembly for 
shipment. The sponsor must substantiate FTD performance at the 
sponsor's training facility by having the pilot(s) who performed 
these tests originally (or similarly qualified pilot(s)), repeat a 
representative sampling of these subjective tests and submit a 
statement to the NSPM that the FTD has not changed from the original 
determination. The report must clearly indicate when and where these 
repeated tests were completed, but need not take more than one 
normal FTD period (e.g., 4 to 8 hours) to complete.
    o. The sponsor must maintain a copy of the MQTG at the FTD 
location. After [date 6 years from the effective date of the final 
rule] all MQTG's, regardless of initial qualification date of the 
FTD, must be available in an electronic format, acceptable to the 
NSPM. The electronic MQTG must include 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 document, the general FTD performance or 
demonstration results (reformatted or digitized) prescribed in this 
document, and a description of the equipment necessary to perform 
the evaluation for initial qualification and the recurrent 
evaluations for continuing qualification. This electronic MQTG must 
include the original airplane flight test 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 
flight test time-history plots that were provided by the data 
supplier. An electronic copy of MQTG must be provided to the NSPM.

End QPS Requirements

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

Begin Information

    p. Problems with objective test results are handled according to 
the following:
    (1) If a problem with an objective test result is detected by 
the NSP evaluation team during an evaluation, the test may be 
repeated and/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 FTD at that lower level. For example, if a 
Level 6 evaluation is requested and the FTD fails to meet the Level 
6 Spiral Stability test tolerances but does meet the Level 5 
tolerances, it could be qualified at Level 5.
    q. After the NSPM issues a statement of qualification to the 
sponsor when an FTD is successfully evaluated, the FTD is 
recommended to the TPAA, who will exercise authority on behalf of 
the Administrator in approving the FTD in the appropriate airplane 
flight training program.
    r. Under normal circumstances, the NSPM establishes a date for 
the initial or upgrade evaluation within 10 working days after 
determining that a complete QTG is acceptable. Unusual circumstances 
may warrant establishing an evaluation date before this 
determination is made; however, once a schedule is agreed to, any 
slippage of the evaluation date at the sponsor's request may result 
in a significant delay, perhaps 45 days or more, in rescheduling and 
completing the evaluation. A sponsor may commit to an initial 
evaluation date under this early process, in coordination with and 
the agreement of the NSPM, but the request must be in writing and 
must include an acknowledgment of the potential schedule impact if 
the sponsor slips the evaluation from this early-committed date. See 
attachment 5, figure 5 of this appendix, Sample Request for Initial 
Evaluation Date.
    s. A convertible FTD is addressed as a separate FTD for each 
model and series airplane or set of airplanes to which it will be 
converted and for the FAA qualification level sought. An NSP 
evaluation is required for each configuration. For example, if a 
sponsor seeks qualification for two models of an airplane type using 
a convertible FTD, two QTG's, or a supplemented QTG, and two 
evaluations are required.
    t. 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, FTD Objective Tests.

[[Page 60379]]

End Information

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12. Additional Qualifications for Currently Qualified FTD's

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

Begin Rule Language (Sec.  60.16)

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

End Rule Language (Sec.  60.16)

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13. Previously Qualified FTDs

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

Begin Rule Language (Sec.  60.17)

    a. Unless otherwise specified by an FSD Directive, further 
referenced in the appropriate QPS, or as specified in paragraph (e) 
of this section, an FTD qualified before [the effective date of the 
final rule] will retain its qualification as long as it continues to 
meet the standards, including the performance demonstrations and the 
objective test results recorded in the MQTG, under which it was 
originally evaluated, regardless of sponsor, and as long as the 
sponsor complies with the applicable provisions of this part.
    b. If the FTD qualification is lost under Sec.  60.27 and not 
restored under Sec.  60.27 for two (2) years or more, the 
qualification basis for the re-qualification will be those standards 
in effect and current at the time of re-qualification application.
    c. Except as provided in paragraph (d) of this section, any 
change in FTD qualification level initiated on or after [the 
effective date of the final rule] requires an evaluation for initial 
qualification in accordance with this part.
    d. The NSPM may downgrade a qualified FTD without requiring and 
without conducting an initial evaluation for the new qualification 
level. Subsequent recurrent evaluations will use the existing MQTG, 
modified as necessary to reflect the new qualification level.
    e. When the sponsor has appropriate validation data available 
and receives approval from the NSPM, the sponsor may adopt tests and 
associated tolerances described in the current qualification 
standards as the tests and tolerances applicable for the continuing 
qualification of a previously qualified FTD. The updated test(s) and 
tolerance(s) must be made a permanent part of the MQTG.

End Rule Language (Sec.  60.17)

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

Begin Information

    f. Other certificate holders or persons desiring to use an FTD 
may contract with FTD sponsors to use those FTDs already qualified 
at a particular level for an airplane type or set of airplanes 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 paragraph 12, of this appendix.

    Note: The reader is reminded of the requirement that each FTD 
user obtain approval for use of each FTD in an FAA-approved flight 
training program from the appropriate TPAA.

End Information

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14. Inspection, Maintenance, and Recurrent Evaluation Requirements

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

Begin Rule Information (Sec.  60.19)

    a. Inspection. No sponsor may use or allow the use of or offer 
the use of an FTD for meeting training, evaluation, or flight 
experience requirements of this chapter for flightcrew member 
certification or qualification unless the sponsor does the 
following:
    (1) Accomplishes all appropriate QPS Appendix 1 performance 
demonstrations and all appropriate QPS Appendix 2 objective tests 
each year. To do this, the sponsor must conduct a minimum of four 
evenly spaced inspections throughout the year, as approved by the 
NSPM. The performance demonstrations and objective test sequence and 
content of each inspection in this sequence will be developed by the 
sponsor and submitted to the NSPM for approval. In deciding whether 
to approve the test sequence and the content of each inspection, the 
NSPM looks for a balance and a mix from the performance 
demonstrations and objective test requirement areas listed as 
follows:
    (i) Performance.
    (ii) Handling qualities.
    (iii) Motion system (where appropriate).
    (iv) Visual system (where appropriate).
    (v) Sound system (where appropriate).
    (vi) Other FTD systems.
    (2) Completes a functional preflight check in accordance with 
the appropriate QPS each calendar day prior to the start of the 
first FTD period of use that begins in that calendar day.
    (3) Completes at least one functional preflight check in 
accordance with the appropriate QPS in every 7 consecutive calendar 
days.
    (4) Maintains a discrepancy log.
    (5) Ensures that, when a discrepancy is discovered, the 
following requirements are met:
    (i) Each discrepancy entry must be maintained in the log until 
the discrepancy is corrected as specified in Sec.  60.25(b) and for 
at least 30 days thereafter.
    (ii) The corrective action taken for each discrepancy and the 
date that action is taken must be entered in the log. This entry 
concerning the corrective action must be maintained for at least 30 
days thereafter.
    (iii) The discrepancy log is kept in a form and manner 
acceptable to the Administrator and is kept in or immediately 
adjacent to the FTD.
    b. Recurrent evaluation.
    (1) This evaluation consists of performance demonstrations, 
objective tests, and subjective tests, including general FTD 
requirements, as described in the appropriate QPS or as may be 
amended by an FSD Directive.
    (2) The sponsor must contact the NSPM to schedule the FTD for 
recurrent evaluations not later than 60 days before the recurrent 
evaluation is due.
    (3) The sponsor must provide the NSPM access to the objective 
test results and general FTD performance or demonstration results in 
the MQTG, and access to the FTD for the length of time necessary for 
the NSPM to complete the required recurrent evaluations, weekdays 
between 6 o'clock AM (local time) and 6 o'clock PM (local time).
    (4) No sponsor may use, or allow the use of, or offer the use 
of, an FTD for flightcrew member training or evaluation or for 
obtaining flight experience for the flightcrew member to meet the 
requirements of this chapter unless the FTD has passed an NSPM-
conducted recurrent evaluation within the previous 12 calendar 
months or as otherwise provided for in the MQTG.
    (5) Recurrent evaluations conducted in the calendar month before 
or after the calendar month in which these recurrent evaluations are 
required will be considered to have been conducted in the calendar 
month in which they were required.
    c. Maintenance. The sponsor is responsible for continuing 
corrective and preventive maintenance on the FTD to ensure that it 
continues to meet the requirements of Sec.  60.15(b).

End Rule Language (Sec.  60.19)

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[[Page 60380]]

Begin QPS Requirement

    d. The preflight inspections described in paragraphs 14.a.(2) 
and (3) of this appendix, must consist of, as a minimum--
    (1) An exterior inspection of the FTD for appropriate hydraulic 
(if applicable), pneumatic, and electrical connections (e.g., in 
place, not leaking, appear serviceable);
    (2) A check that the area around the FTD is free of potential 
obstacles throughout the motion system range (if applicable);
    (3) A review of the FTD discrepancy log;
    (4) A functional check of the major FTD systems and simulated 
airplane, or set of airplanes, systems (e.g., cockpit 
instrumentation, control loading, and adequate air flow for 
equipment cooling) by doing the following:
    (a) Turn on main power, including motion system (if applicable), 
and allow to stabilize.
    (b) Connect airplane power. This may be connected through 
``quick start'' of airplane engines, auxiliary power unit, or ground 
power. Airplane operations will require operating engines.
    (c) A general look for light bulb function, lighted instruments 
and switches, etc., as well as inoperative ``flags'' or other such 
indications.
    (d) Check Flight Management System(s) (and other date-critical 
information) for proper date range.
    (e) Select takeoff position and from either pilot position, if 
applicable, observe the visual system, for proper operation 
(including light-point color balance and convergence, edge-matching 
and blending, etc.).
    (f) If applicable, adjust visibility value to inside of the far 
end of the runway and release ``position freeze or flight freeze.'' 
From either pilot position, advance power to taxi down the runway 
(if applicable, observe visual system; check sound system and engine 
instrument response) and apply spoiler/speed brake, if applicable, 
and wheel brakes (to check spoiler/speed brake and wheel brake 
operation); select reverse thrust, if applicable, to check normal 
operation and continued deceleration.
    (g) Select position on final approach, at least five (5) miles 
out (if applicable, observe visual scene). From either pilot 
position, adjust airplane configuration appropriately (if 
applicable, check for normal gear and flap operation). If 
applicable, adjust visibility to see entire airport. Release 
``position freeze'' or ``flight freeze.'' Make a rapid left and 
right bank (check control feel and freedom; observe proper airplane 
response; and exercise motion system, if applicable). Observe 
simulated airplane systems operation.
    (h) Extend gear and flaps,
    (i) Fly to and land at airport, or select takeoff position.
    (j) Shut down engines, turn off lights, turn off main power 
supply and motion system, as applicable.
    (k) Record ``functional preflight'' in the FTD discrepancy log 
book, including any item found to be missing, malfunctioning, or 
inoperative.

End QPS Requirements

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

Begin Information

    e. If the NSP evaluator plans to accomplish specific tests 
during a normal recurrent evaluation that requires the use of 
special equipment or technicians, the sponsor will be notified as 
far in advance of the evaluation as practical; usually not less than 
24 hours. These tests include latencies, control dynamics, sounds 
and vibrations, motion, and/or some visual system tests as may be 
applicable.
    f. The recurrent evaluations described in paragraph 13.a.(7) of 
this appendix, require approximately eight (8) hours of FTD time and 
consist of the following:
    (1) A review of the results of the objective tests and all the 
designated FTD performance demonstrations conducted by the sponsor 
since the last scheduled recurrent evaluation.
    (2) At the discretion of the evaluator, a selection of 
approximately 20 percent of those objective tests conducted since 
the last scheduled recurrent evaluation and a selection of 
approximately 10 percent of the remaining objective tests in the 
MQTG. The tests chosen will be performed either automatically or 
manually, at the discretion of the evaluator.
    (3) A subjective test of the FTD to perform a representative 
sampling of the tasks set out in appendix 3 of this document, 
selected at the discretion of the evaluator.
    (4) An examination of the functions of the FTD, including, but 
not necessarily limited to the motion, visual, and sound system as 
applicable, and the instructor operating station, including the 
normal and simulated malfunctions of the simulated airplane systems.

End Information

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

15. Logging FTD Discrepancies

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

Begin Rule Language (Sec.  60.20)

    Each instructor, check airman, or representative of the 
Administrator conducting training or evaluation, or observing flight 
experience for flightcrew member certification or qualification, and 
each person conducting the preflight inspection (Sec.  60.19(a)(2), 
(3), and (4)), who discovers a discrepancy, including any missing, 
malfunctioning, or inoperative components in the FSD, must write or 
cause to be written a description of that discrepancy into the 
discrepancy log at the end of the FSD preflight or FSD use session.

End Rule Language (Sec.  60.20)

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

16. [Reserved]

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

17. Modifications to FTDs

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

Begin Rule Language (Sec.  60.23)

    a. When the sponsor or the FAA determines that any of the 
following circumstances exist and the FAA determines that the FTD 
cannot be used adequately to train, evaluate, or provide flight 
experience for flightcrew members, the sponsor must modify the FTD 
accordingly:
    (1) The airplane manufacturer or another approved source 
develops new data regarding the performance, functions, or other 
characteristics of the airplane or set of airplanes being simulated;
    (2) A change in airplane performance, functions, or other 
characteristics occurs;
    (3) A change in operational procedures or requirements occurs; 
or
    (4) Other circumstances as determined by the NSPM.
    b. When the FAA determines that FTD modification is necessary 
for safety of flight reasons, the sponsor of each affected FTD must 
ensure that the FTD is modified according to the FSD Directive 
regardless of the original qualification standards applicable to any 
specific FTD.
    c. Before modifying a qualified FTD, the sponsor must notify the 
NSPM and the TPAA as follows:
    (1) The notification must include a complete description of the 
planned modification, including a description of the operational and 
engineering effect the proposed modification will have on the 
operation of the FTD.
    (2) The notification must be submitted in a form and manner as 
specified in the appropriate QPS.
    d. If the sponsor intends to add additional equipment or devices 
intended to simulate airplane appliances; modify hardware or 
software which would affect flight or ground dynamics, including 
revising FTD programming or replacing or modifying the host 
computer; or if the sponsor is changing or modifying the control 
loading system (or motion, visual, or sound system for FTD levels 
requiring these tests and measurements), the following applies:
    (1) The sponsor must meet the notification requirements of 
paragraph (c) of this section and must include in the notification 
the results of all objective tests that have been re-run with the 
modification incorporated, including any necessary updates to the 
MQTG.
    (2) However, the sponsor may not use, or allow the use of, or 
offer the use of, the FTD with the proposed modification for 
flightcrew member training or evaluation or for obtaining flight 
experience for the flightcrew member to meet the requirements of 
this chapter unless or until the sponsor receives written 
notification from the NSPM approving the proposed modification. 
Prior to approval, the NSPM may require that the modified FTD be 
evaluated in accordance with the standards for an evaluation for 
initial qualification or any part thereof before it is placed in 
service.
    e. The sponsor may not modify a qualified FTD until one of the 
following has occurred:
    (1) For circumstances described in paragraph (b) or (d) of this 
section, the sponsor receives written approval from the NSPM that 
the modification is authorized.
    (2) For circumstances other than those described in paragraph 
(b) or (d) of this section, either:
    (i) Twenty-one days have passed since the sponsor notified the 
NSPM and the TPAA of the proposed modification and the sponsor

[[Page 60381]]

has not received any response from the NSPM or TPAA; or
    (ii) The NSPM or TPAA approves the proposed modification in 
fewer than 21 days since the sponsor notified the NSPM and the TPAA 
of the proposed modification.
    f. When a modification is made to an FTD, the sponsor must 
notify each certificate holder planning to use that FTD of that 
modification prior to that certificate holder using that FTD the 
first time after the modification is complete.
    g. The MQTG must be updated with current objective test results 
in accordance with Sec.  60.15(b)(5) and appropriate flight test 
data in accordance with Sec.  60.13, each time an FTD is modified 
and an objective test is affected by the modification. If this 
update is initiated by an FSD Directive, the direction to make the 
modification and the record of the modification completion must be 
filed in the MQTG.

End Rule Language (Sec.  60.23)

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

Begin QPS Requirements

    h. The notification described in paragraph 17.c.(1) of this 
appendix, will include a statement signed by a pilot, qualified in 
the airplane type, or set of airplanes, being simulated and 
designated by the sponsor, that, with the modification proposed--
    (1) the FTD systems and sub-systems function equivalently to 
those in the airplane, or set of airplanes, being simulated;
    (2) the performance and flying qualities of the FTD are 
equivalent to those of the airplane, or set of airplanes, being 
simulated; and
    (3) the cockpit configuration conforms to the configuration of 
the airplane, or set of airplanes, being simulated.

End QPS Requirements

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

18. Operation With Missing, Malfunctioning, or Inoperative Components

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

Begin Rule Language (Sec.  60.25)

    a. No person may use or allow the use of or offer the use of an 
FTD with a missing, malfunctioning, or inoperative component for 
meeting training, evaluation, or flight experience requirements of 
this chapter for flightcrew member certification or qualification 
during maneuvers, procedures, or tasks that require the use of the 
correctly operating component.
    b. Each missing, malfunctioning, or inoperative component must 
be repaired or replaced within 30 calendar days unless otherwise 
authorized by the NSPM. Failure to repair or replace this component 
within the prescribed time may result in loss of FTD qualification.
    c. Each missing, malfunctioning, or inoperative component must 
be placarded as such on or adjacent to that component in the FTD and 
a list of the currently missing, malfunctioning, or inoperative 
components must be readily available in or immediately adjacent to 
the FTD for review by users of the device.

End Rule Language (Sec.  60.25)

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

19. Automatic Loss of Qualification and Procedures for Restoration of 
Qualification

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

Begin Rule Language (Sec.  60.27)

    a. An FTD is not qualified if any of the following occurs:
    (1) The FTD is not used in the sponsor's FAA-approved flight 
training program in accordance with Sec.  60.9(b)(4).
    (2) The FTD is not maintained and inspected in accordance with 
Sec.  60.19.
    (3) The FTD is physically moved from one location to another, 
regardless of distance.
    (4) The FTD is disassembled (e.g., for repair or modification) 
to such an extent that it cannot be used for training, evaluation, 
or experience activities.
    (5) The MQTG is missing or otherwise not available and a 
replacement is not made within 30 days.
    b. If FTD qualification is lost under paragraph (a) of this 
section, qualification is restored when either of the following 
provisions are met:
    (1) The FTD successfully passes an evaluation:
    (i) For initial qualification, in accordance with Sec.  60.15 in 
those circumstances where the NSPM has determined that a full 
evaluation for initial qualification is necessary; or
    (ii) For those elements of an evaluation for initial 
qualification approved as necessary by the NSPM.
    (2) The NSPM or the TPAA advises the sponsor that an evaluation 
is not necessary.
    c. In making the determinations described in paragraph (b) of 
this section, the NSPM considers factors including the number of 
inspections and recurrent evaluations missed, the amount of 
disassembly and re-assembly of the FTD that was accomplished, and 
the care that had been taken of the device since the last 
evaluation.

End Rule Language (Sec.  60.27)

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

20. Other Losses of Qualification and Procedures for Restoration of 
Qualification

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

Begin Rule Language (Sec.  60.29)

    a. Except as provided in paragraph (c) of this section, when the 
NSPM or the TPAA notifies the sponsor that the FTD no longer meets 
qualification standards, the following procedure applies:
    (1) The NSPM or the TPAA notifies the sponsor in writing that 
the FTD no longer meets some or all of its qualification standards.
    (2) The NSPM or the TPAA sets a reasonable period (but not less 
than 7 days) within which the sponsor may submit written 
information, views, and arguments on the FTD qualification.
    (3) After considering all material presented, the NSPM or the 
TPAA notifies the sponsor of the FTD qualification.
    (4) If the NSPM or the TPAA notifies the sponsor that some or 
all of the FTD is no longer qualified, it becomes effective not less 
than 30 days after the sponsor receives notice of it unless--
    (i) The NSPM or the TPAA find under paragraph(copyright) of this 
section that there is an emergency requiring immediate action with 
respect to safety in air transportation or air commerce; or
    (ii) The sponsor petitions for reconsideration of the NSPM or 
the TPAA finding under paragraph (b) of this section.
    b. When a sponsor seeks reconsideration of a decision from the 
NSPM or the TPAA concerning the FTD qualification, the following 
procedure applies:
    (1) The sponsor must petition for reconsideration of that 
decision within 30 days of the date that the sponsor receives a 
notice that some or all of the FTD is no longer qualified.
    (2) The sponsor must address its petition to the Director, 
Flight Standards Service.
    (3) A petition for reconsideration, if filed within the 30-day 
period, suspends the effectiveness of the determination by the NSPM 
or the TPAA that the FTD is no longer qualified unless the NSPM or 
the TPAA has found, under paragraph (c) of this section, that an 
emergency exists requiring immediate action with respect to safety 
in air transportation or air commerce.
    c. If the NSPM or the TPAA find that an emergency exists 
requiring immediate action with respect to safety in air 
transportation or air commerce that makes the procedures set out in 
this section impracticable or contrary to the public interest:
    (1) The NSPM or the TPAA withdraws qualification of some or all 
of the FTD and makes the withdrawal of qualification effective on 
the day the sponsor receives notice of it.
    (2) In the notice to the sponsor, the NSPM or the TPAA 
articulates the reasons for its finding that an emergency exists 
requiring immediate action with respect to safety in air 
transportation or air commerce or that makes it impracticable or 
contrary to the public interest to stay the effectiveness of the 
finding.

End Rule Language (Sec.  60.29)

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21. Recordkeeping and Reporting

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

Begin Rule Language (Sec.  60.31)

    a. The FTD sponsor must maintain the following records for each 
FTD it sponsors:
    (1) The MQTG and each amendment thereto.
    (2) A copy of the programming used during the evaluation of the 
FTD for initial qualification and for any subsequent upgrade 
qualification, and a copy of all programming changes made since the 
evaluation for initial qualification.
    (3) A copy of all of the following:
    (i) Results of the evaluations for the initial and each upgrade 
qualification.
    (ii) Results of the quarterly objective tests and the approved 
performance demonstrations conducted in accordance with Sec.  
60.19(a) for a period of 2 years.
    (iii) Results of the previous three recurrent evaluations, or 
the recurrent evaluations from

[[Page 60382]]

the previous 2 years, whichever covers a longer period.
    (iv) Comments obtained in accordance with Sec.  60.9(b)(1) for a 
period of at least 18 months.
    (4) A record of all discrepancies entered in the discrepancy log 
over the previous 2 years, including the following:
    (i) A list of the components or equipment that were or are 
missing, malfunctioning, or inoperative.
    (ii) The action taken to correct the discrepancy.
    (iii) The date the corrective action was taken.
    (5) A record of all modifications to FTD hardware configurations 
made since initial qualification.
    b. The FTD sponsor must keep a current record of each 
certificate holder using the FTD. The sponsor must provide a copy of 
this list to the NSPM at least semiannually.
    c. The records specified in this section must be maintained in 
plain language form or in coded form, if the coded form provides for 
the preservation and retrieval of information in a manner acceptable 
to the NSPM.
    d. The sponsor must submit an annual report, in the form of a 
comprehensive statement signed by the quality assurance primary 
contact point, certifying that the FTD continues to perform and 
handle as qualified by the NSPM.

End Rule Language (Sec.  60.31)

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22. Applications, Logbooks, Reports, and Records: Fraud, Falsification, 
or Incorrect Statements

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

Begin Rule Language (Sec.  60.33)

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

End Rule Language (Sec.  60.33)

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 1. Currently Reserved for possible future use.
    (2) Level 2. A device that may have an open flight deck area, or 
an enclosed cockpit; a generic aero program that is representative 
of the simulated airplane, or set of airplanes; at least one fully 
functional system; and control loading that, as a minimum, is 
representative of the simulated airplane, or set of airplanes, only 
at an approach speed.
    (3) Level 3. A device that has an enclosed generic cockpit with 
a generic aerodynamic program; all applicable operating systems; 
control loading that is representative of the simulated airplane, or 
set of airplanes, throughout it's ground and flight envelope; and 
significant sound representation.
    (4) Level 4. A device that may have an open, airplane-specific, 
flight deck area, or an enclosed, airplane-specific cockpit; at 
least one operating system; and possessing at least air/ground logic 
(no aerodynamic programming required).
    (5) Level 5. A device that may have an open, airplane-specific, 
flight deck area, or an enclosed, airplane-specific cockpit, with a 
generic aerodynamic program; at least one operating system; and 
control loading that as a minimum is representative of the simulated 
airplane only at an approach speed.
    (6) Level 6. A device that has an enclosed, airplane-specific 
cockpit and aerodynamic program; all airplane systems operating; 
control loading that is representative of the simulated airplane 
throughout it's ground and flight envelope; and significant sound 
representation.
    b. Non-visual simulators have been placed into Level 6 for 
reference purposes. The placement of these unique simulators into 
this level has not affected the standards or criteria of Level 6 
FTDs, nor will these FTDs affect the standards or criteria of these 
simulators.

End Information

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25. [Reserved]

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

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

1. General

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

Begin QPS Requirements

a. Requirements

    Certain FTD requirements included in this appendix must be 
supported with a Statement of Compliance and Capability (SOC) and, 
in designated cases, FTD performance must be recorded and the 
results made part of the QTG. In the following tabular listing of 
FTD standards, requirements for SOC's are indicated in the 
``Additional Details'' column.

End QPS Requirements

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

b. Discussion

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

Begin Information

    (1) This attachment describes the minimum requirements for 
qualifying Level 2 through Level 6 flight training devices 
(information regarding Level 1 FTDs is found in paragraph 24 in the 
body of this QPS). To determine the complete requirements for a 
specific level FTD, the objective tests in attachment 2 and the 
subjective tests listed in attachment 3 for this QPS must be 
consulted.
    (2) The material contained in this attachnment is divided into 
the following categories:
    (a) General cockpit configuration.
    (b) Simulator programming.
    (c) Equipment operation.
    (d) Equipment and facilities for instructor/evaluator functions.
    (e) Sound system.

End Information



[[Page 60383]]

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

                        Table of Minimum Flight Training Device Requirements Information
----------------------------------------------------------------------------------------------------------------
        QPS Requirement                          FTD level
-------------------------------------------------------------------------- Additional details        Notes
     General FTD Standards         1      2      3      4      5      6
----------------------------------------------------------------------------------------------------------------
2. General Cockpit
 Configuration:
--------------------------------
    a. The FTD must have a       .....  .....     X   .....  .....     X   Level 3 must be     For FTD purposes,
     cockpit that is a full-                                                representative of   the cockpit
     scale replica of the                                                   a single set of     consists of all
     airplane, or set of                                                    airplanes, and      that space
     airplanes, simulated with                                              must have           forward of a
     controls, equipment,                                                   navigation          cross section of
     observable cockpit                                                     controls,           the fuselage at
     indicators, circuit                                                    displays, and       the most extreme
     breakers, and bulkheads                                                instrumentation     aft setting of
     properly located,                                                      as set out in 14    the pilots'
     functionally accurate and                                              CFR Part 91, Sec.   seats including
     replicating the airplane                                                 91.33 for         additional,
     or set of airplanes. The                                               operation in        required
     direction of movement of                                               accordance with     crewmember duty
     controls and switches must                                             instrument flight   stations and
     be identical to that in                                                rules (IFR).        those required
     the airplane or set of                                                 Crewmember seats    bulkheads aft of
     airplanes.                                                             must afford the     the pilot seats.
                                                                            capability for
                                                                            the occupant to
                                                                            be able to
                                                                            achieve the
                                                                            design ``eye
                                                                            position'' for
                                                                            specific
                                                                            airplanes, or to
                                                                            approximate such
                                                                            a position for a
                                                                            generic set of
                                                                            airplanes.
--------------------------------
    b. The FTD must have         .....     X   .....     X      X   .....  Level 2 must be
     equipment (i.e.,                                                       representative of
     instruments, panels,                                                   a single set of
     systems, and controls)                                                 airplanes.
     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 cockpit or an
     open flight deck area.
     Actuation of this
     equipment must replicate
     the appropriate function
     in the airplane.
    c. Circuit breakers must     .....     X      X   .....     X      X   Level 6 devices
     function accurately when                                               must have
     they are involved in                                                   installed circuit
     operating procedures or                                                breakers properly
     malfunctions requiring or                                              located in the
     involving flight crew                                                  FTD cockpit.
     response.
--------------------------------
3. Programming:
--------------------------------
    a. The FTD must provide the  .....     X      X   .....     X      X   Levels 3 and 6
     proper effect of                                                       additionally
     aerodynamic changes for                                                require the
     the combinations of drag                                               effects of change
     and thrust normally                                                    in gross weight
     encountered in flight.                                                 and center of
     This must include the                                                  gravity. Levels
     effect of change in                                                    2, 3, and 5
     airplane attitude, thrust,                                             require only
     drag, altitude,                                                        generic
     temperature, and                                                       aerodynamic
     configuration.                                                         programming.
--------------------------------========                                    , capacity,        .................
--------------------------------

[[Page 60384]]

 
    c. The FTD hardware and      .....     X      X      X      X      X
     programming must be
     updated within 6 months of
     any airplane modifications
     or data releases (or any
     such modification or data
     releases applicable to the
     set of airplanes) unless,
     with prior coordination,
     the NSPM authorizes
     otherwise.
--------------------------------
    d. Relative responses of     .....     X      X   .....     X      X   A demonstration is
     the cockpit instruments                                                required and must
     (and the visual and motion                                             simultaneously
     systems, if installed and                                              record: the
     training, testing, or                                                  analog output
     checking credits are being                                             from the pilot's
     sought) must be coupled                                                control column,
     closely to provide                                                     wheel, and
     integrated sensory cues.                                               pedals; and the
     The instruments (and the                                               output signal to
     visual and motion systems,                                             the pilot's
     if installed, and                                                      attitude
     training, testing, or                                                  indicator. These
     checking credits are being                                             recordings must
     sought) must respond to                                                be compared to
     abrupt input at the                                                    airplane response
     pilot's position within                                                data in the
     the allotted time, but not                                             following
     before the time, when the                                              configurations:
     airplane or set of                                                     takeoff, cruise,
     airplanes would respond                                                and approach or
     under the same conditions.                                             landing. The
     If a visual system is                                                  results must be
     installed and training,                                                recorded in the
     testing, or checking                                                   QTG.
     credits are sought, the                                                Additionally, if
     visual scene changes from                                              a visual system
     steady state disturbance                                               is installed and
     must occur within the                                                  training,
     appropriate system dynamic                                             testing, or
     response limit but not                                                 checking credits
     before the instrument                                                  are sought, the
     response (and not before                                               output signal to
     the motion system onset if                                             the visual system
     a motion system is                                                     display
     installed).                                                            (including visual
                                                                            system analog
                                                                            delays must be
                                                                            recorded); and if
                                                                            a motion system
                                                                            is installed and
                                                                            training,
                                                                            testing, or
                                                                            checking credits
                                                                            are sought, the
                                                                            output from an
                                                                            accelerometer
                                                                            attached to the
                                                                            motion system
                                                                            platform located
                                                                            at an acceptable
                                                                            location near the
                                                                            pilots' seats is
                                                                            also required.
--------------------------------
4. Equipment Operation:
--------------------------------
    a. All relevant instrument   .....     X      X   .....     X      X
     indications involved in
     the simulation of the
     airplane (or set of
     airplanes) must
     automatically respond to
     control movement or
     external disturbances to
     the simulated airplane or
     set of airplanes; e.g.,
     turbulence or winds.
--------------------------------
    b. Navigation equipment      .....     X      X   .....     X      X   Levels 2 and 5
     must be installed and                                                  need have only
     operate within the                                                     that navigation
     tolerances applicable for                                              equipment
     the airplane or set of                                                 necessary to fly
     airplanes.                                                             an instrument
                                                                            approach. Levels
                                                                            3 and 6 must also
                                                                            include
                                                                            communication
                                                                            equipment (inter-
                                                                            phone and air/
                                                                            ground) like that
                                                                            in the airplane,
                                                                            or set of
                                                                            airplanes, and,
                                                                            if appropriate to
                                                                            the operation
                                                                            being conducted,
                                                                            an oxygen mask
                                                                            microphone system.
--------------------------------

[[Page 60385]]

 
    c. Installed systems must    .....     X      X      X      X      X   Level 6 must
     simulate the applicable                                                simulate all
     airplane (or set of                                                    applicable
     airplanes) system                                                      airplane flight,
     operation, both on the                                                 navigation, and
     ground and in flight. At                                               systems
     least one airplane system                                              operation. Level
     must be represented.                                                   3 must have
     Systems must be operative                                              flight and
     to the extent that                                                     navigational
     applicable normal,                                                     controls,
     abnormal, and emergency                                                displays, and
     operating procedures                                                   instrumentation
     included in the sponsor's                                              for powered
     training programs can be                                               aircraft as set
     accomplished.                                                          out in part
                                                                            91,Sec.   91.205
                                                                            for IFR
                                                                            operation. Levels
                                                                            2 and 5 must have
                                                                            functional flight
                                                                            and navigational
                                                                            controls,
                                                                            displays, and
                                                                            instrumentation.
--------------------------------
    d. The lighting environment  .....     X      X      X      X      X
     for panels and instruments
     must be sufficient for the
     operation being conducted.
--------------------------------
    e. The FTD must provide      .....  .....     X   .....  .....     X
     control forces and control
     travel that correspond to
     the replicated airplane,
     or set of airplanes.
     Control forces must react
     in the same manner as in
     the airplane, or set of
     airplanes, under the same
     flight conditions.
--------------------------------
    f. The FTD must provide      .....     X   .....  .....     X
     control forces and control
     travel of sufficient
     precision to manually fly
     an instrument approach.
     The control forces must
     react in the same manner
     as in the airplane, or set
     of airplanes, under the
     same flight conditions.
--------------------------------
5. Instructor or Evaluator
 Facilities:
--------------------------------
    a. In addition to the        .....     X      X      X      X      X   ..................  These seats need
     flight crewmember                                                                          not be a replica
     stations, suitable seating                                                                 of an aircraft
     arrangements for an                                                                        seat and may be
     instructor/check airman                                                                    as simple as an
     and FAA Inspector must be                                                                  office chair
     available. These seats                                                                     placed in an
     must provide adequate view                                                                 appropriate
     of crewmember's panel(s).                                                                  position.
--------------------------------
    b. The FTD must have         .....     X      X      X      X      X
     instructor controls that
     permit activation of
     normal, abnormal, and
     emergency conditions, as
     may be appropriate. Once
     activated, proper system
     operation must result from
     system management by the
     crew and not require input
     from the instructor
     controls.
--------------------------------
    6. Motion System:
--------------------------------

[[Page 60386]]

 
    a. The FTD may have a        .....     X      X      X      X      X   If installed, the
     motion system; if desired,                                             motion system
     although it is not                                                     operation may not
     required.                                                              be distracting.
                                                                            The motion system
                                                                            standards set out
                                                                            in QPS FAA-S-120-
                                                                            40C for at least
                                                                            Level A
                                                                            simulators is
                                                                            acceptable.
--------------------------------
7. Visual System:
--------------------------------
    a. The FTD may have a        .....     X      X      X      X      X   A statement of
     visual system; if desired,                                             capability is
     although it is not                                                     required. A
     required. If a visual                                                  demonstration of
     system is installed, it                                                latency or
     must meet the following                                                through-put is
     criteria:                                                              required. Visual
    (1) Single channel,                                                     system standards
     uncollimated display is                                                set out in QPS
     acceptable.                                                            FAA-S-120-40C,
    (2) Minimum field of view:                                              for at least
     18[deg] vertical/24[deg]                                               Level A
     horizontal for the pilot                                               simulators is
     flying.                                                                acceptable.
    (3) Maximum paralax error:                                              However, if
     10[deg] per pilot.                                                     additional
    (4) Scene content may not                                               authorizations
     be distracting.                                                        (training,
    (5) Minimum distance from                                               testing, or
     the pilot's eye position                                               checking credits)
     to the surface of a direct                                             are sought that
     view display may not be                                                require the use
     less than the distance to                                              of a visual
     any front panel instrument.                                            system, these
    (6) Minimum resolution of 5                                             standards apply.
     arc-min. for both computed
     and displayed pixel size.
    (7) Maximum latency or
     through-put must not
     exceed 300 milliseconds.
--------------------------------
8. Sound System:
--------------------------------
    a. The FTD must simulate     .....  .....     X   .....  .....     X
     significant cockpit sounds
     resulting from pilot
     actions that correspond to
     those heard in the
     airplane.
----------------------------------------------------------------------------------------------------------------


[[Page 60387]]

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

1. General

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

Begin QPS Requirements

a. Test Requirements

    (1) The ground and flight tests required for qualification are 
listed in the following Table of Objective Tests. Computer generated 
FTD test results must be provided for each test. If a flight 
condition or operating condition is required for the test but which 
does not apply to the airplane being simulated or to the 
qualification level sought, it may be disregarded (for example: an 
engine out missed approach for a single-engine airplane; a maneuver 
using reverse thrust for an airplane without reverse thrust 
capability; etc.). Each test result is compared against Flight Test 
Data described in Sec.  60.13, and Paragraph 9 of this attachment. 
(See paragraph 1.b, of this attachment for additional information.) 
Although use of a driver program designed to automatically 
accomplish the tests is authorized, each test must be able to be 
accomplished manually while recording all appropriate parameters. 
The results must be produced on a multi-channel recorder, line 
printer, or other appropriate recording device acceptable to the 
NSPM. Time histories are required unless otherwise indicated in the 
Table of Objective Tests. All results must be labeled using the 
tolerances and units given.
    (2) The Table of Objective Tests 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 aerodynamic modeling and acquisition/
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.
    (3) Certain tests included in this appendix must be supported 
with a Statement of Compliance and Capability (SOC). In the 
following tabular listing of FTD tests, requirements for SOC's are 
indicated in the ``Test Details'' column.
    (4) When operational or engineering judgment is used in making 
assessments for flight test data applications for FTD validity, such 
judgment must not be limited to a single parameter. For example, 
data that exhibit rapid variations of the measured parameters may 
require interpolations or a ``best fit'' data section. All relevant 
parameters related to a given maneuver or flight condition must be 
provided to allow overall interpretation. When it is difficult or 
impossible to match FTD to airplane data throughout a time history, 
differences must be justified by providing a comparison of other 
related variables for the condition being assessed.
    (5) It is not sufficient, nor is it acceptable, to program the 
FTD so that the aerodynamic modeling is correct only at the 
validation test points. Unless noted otherwise, tests must represent 
airplane performance and handling qualities at normal operating 
weights and centers of gravity (CG). 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 Levels 3 and 6 are expected to 
be indicative of the device's performance and handling qualities 
throughout the following:
    (a) the airplane weight and CG envelope;
    (b) the operational envelope; and
    (c) varying atmospheric ambient and environmental conditions-- 
including the extremes authorized for the respective airplane or set 
of airplanes.
    (6) 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 +/-5 pounds (2.2 daN) 
in 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 clearly annotated as to indicated, 
calibrated, etc., and like values used for comparison.
    (7) The QTG provided by the sponsor must describe clearly and 
distinctly how the FTD will be set up and operated for each test. 
Overall integrated testing of the FTD must be accomplished to assure 
that the total FTD system meets the prescribed standards; i.e., it 
is not acceptable to test only each FTD subsystem independently. A 
manual test procedure with explicit and detailed steps for 
completion of each test must also be provided.
    (8) In those cases where the objective test results authorize a 
``snapshot'' result in lieu of a time-history result, the sponsor 
must ensure that a steady state condition exists from 5 seconds 
prior to, through 2 seconds after, the instant of time captured by 
the ``snapshot.''
    (9) For previously qualified FTDs, the tests and tolerances of 
this appendix may be used in subsequent recurrent evaluations for 
any given test providing the sponsor has submitted a proposed MQTG 
revision to the NSPM and has received NSPM approval.
    (10) FTDs are evaluated and qualified with an engine model 
simulating the airplane manufacturer's flight test engine. For 
qualification of alternate engine models (either variations of the 
flight test engines or other manufacturer's engines) additional FTD 
tests with the alternate engine models are required. Where thrust is 
different by more than 5% from the flight test engine, flight test 
data from an airplane equipped with the alternate engine is 
required. Where the airplane manufacturer certifies that the only 
impact on the FTD model is thrust, and that other variables related 
to the alternate engine (such as drag and thrust vector) are 
unchanged or are insignificantly changed, additional FTD tests may 
be run with the same initial conditions using the thrust from the 
flight test data as a driven parameter for the alternate engine 
model.
    (11) 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.

End QPS Requirements

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

b. Discussion

Begin Information

    (1) 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.

End Information

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

                                                                Table of Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                              QPS requirement
-------------------------------------------------------------------------------------------------------------------------------------------
                                                                                   Flight training device  level                             Info notes
               Test                     Tolerance        Flight conditions  ------------------------------------------     Test details
                                                                               1      2      3      4      5      6
--------------------------------------------------------------------------------------------------------------------------------------------------------
2. Performance
a. Takeoff
----------------------------------

[[Page 60388]]

 
(1) Ground Acceleration Time       +/-5% Time or +/-1   Ground/Takeoff.....  .....  .....     X   .....  .....     X   Record acceleration
                                    Second.                                                                             time for a minimum
                                                                                                                        of 80% of the
                                                                                                                        total segment from
                                                                                                                        brake release to
                                                                                                                        Vr. Preliminary
                                                                                                                        aircraft
                                                                                                                        certification data
                                                                                                                        may be used.
----------------------------------
b. Climb
----------------------------------
(1) Normal Climb.................  +/-3 Kts Airspeed,   All Engines          .....     X      X   .....     X      X   Record results at
                                    +/-5% or +/-100      Operating.                                                     nominal climb
                                    FPM (0.5 Meters/                                                                    speed and at
                                    Sec) Climb Rate                                                                     nominal altitude.
                                                                                                                        Manufacturer's
                                                                                                                        gross climb
                                                                                                                        gradient may be
                                                                                                                        used for flight
                                                                                                                        test data. May be
                                                                                                                        a snapshot test
                                                                                                                        result.
----------------------------------
c. Ground Deceleration
----------------------------------
(1) Deceleration time, using       +/-5% time or +/-1   Landing Dry Runway.  .....  .....     X   .....  .....     X   Record time for at
 manual application of wheel        Second.                                                                             least 80% of the
 Brakes; no reverse thrust                                                                                              segment from
                                                                                                                        initiation of the
                                                                                                                        Rejected Takeoff
                                                                                                                        to full stop.
----------------------------------
(2) Deceleration time, using       +/-5% time or +/-1   Landing Dry Runway.  .....  .....     X   .....  .....     X   Record time for at
 reverse thrust and no wheel        Second.                                                                             least 80% of the
 brakes                                                                                                                 segment from
                                                                                                                        initiation of
                                                                                                                        Rejected Takeoff
                                                                                                                        to full stop.
----------------------------------
d. Engines
----------------------------------
(1) Acceleration.................  +/-10% time........  Approach or Landing  .....     X      X   .....     X      X   Record engine power
                                                                                                                        (N1, N2, EPR,
                                                                                                                        Torque, etc.) from
                                                                                                                        idle to go-around
                                                                                                                        power for a rapid
                                                                                                                        (slam) throttle
                                                                                                                        movement.
                                                                                                                        Tolerance of +/-1
                                                                                                                        second authorized
                                                                                                                        for Levels 2, 3,
                                                                                                                        and 5.
----------------------------------
(2) Deceleration.................  +/-10% Time........  Ground/Takeoff.....  .....     X      X   .....     X      X   Record engine power
                                                                                                                        (N1, N2, EPR,
                                                                                                                        Torque, etc.) from
                                                                                                                        Max T/O power to
                                                                                                                        90% decay of Max T/
                                                                                                                        O power for a
                                                                                                                        rapid (slam)
                                                                                                                        throttle movement.
                                                                                                                        Tolerance of +/-1%
                                                                                                                        second authorized
                                                                                                                        for Levels 2, 3,
                                                                                                                        and 5.
----------------------------------
3. Handling Qualities
----------------------------------
Note: For FTDs requiring Static or Dynamic tests at the controls, special test fixtures will not be required during initial or upgrade evaluations if
 the sponsor's QTG/MQTG shows both test fixture results and the result of an alternative method during the initial or upgrade evaluation would then
 satisfy this test requirement. Contact the NSPM for clarification of any issue regarding airplanes with reversible controls.
--------------------------------------------------------------------------------------------------------------------------------------------------------
a. Static Control Checks
--------------------------------------------------------------------------------------------------------------------------------------------------------
(1)(a) Column Position vs. Force   +/-2 lbs. (0.9daN)   Ground.............  .....  .....  .....  .....  .....     X   Record results for
 and Surface Position Calibration.  Breakout, +/-5                                                                      an uninterrupted
                                    lbs. (2.2 daN) or                                                                   control sweep to
                                    +/-10% Force, +/-                                                                   the stops. (CCA:
                                    2[deg] Elevator.                                                                    Position vs. force
                                                                                                                        not required if
                                                                                                                        cockpit controller
                                                                                                                        is installed in
                                                                                                                        the FTD.).
(1)(b) Column Position vs. Force.  +/-2 lbs. (0.9daN)   Ground.............  .....     X      X   .....  .....  .....  Record results for
                                    Breakout, +/-5                                                                      an uninterrupted
                                    lbs. (2.2 daN) or                                                                   control sweep to
                                    +/-10% Force.                                                                       the stops. (CCA:
                                                                                                                        Position vs. force
                                                                                                                        not required if
                                                                                                                        cockpit controller
                                                                                                                        is installed in
                                                                                                                        the FTD.).
----------------------------------

[[Page 60389]]

 
(2)(a) Wheel Position vs. Force    +/-2 lbs. (0.9daN)   Ground.............  .....  .....  .....  .....  .....     X   Record results for
 and Surface Position Calibration.  Breakout, +/-3                                                                      an uninterrupted
                                    lbs. (1.34 daN) or                                                                  control sweep to
                                    +/-10% Force, +/-                                                                   the stops. (CCA:
                                    1[deg] Aileron, +/-                                                                 Position vs. force
                                    27[deg] Spoiler.                                                                    not required if
                                                                                                                        cockpit controller
                                                                                                                        is installed in
                                                                                                                        the FTD.).
----------------------------------
(2)(b) Wheel Position vs. Force..  +/-2 lbs. (0.9daN)   Ground.............  .....     X      X   .....     X   .....  Record results for
                                    Breakout, +/-3                                                                      an uninterrupted
                                    lbs. (1.3 daN) or                                                                   control sweep to
                                    +/-10% Force.                                                                       the stops. (CCA:
                                                                                                                        Position vs. force
                                                                                                                        not required if
                                                                                                                        cockpit controller
                                                                                                                        is installed in
                                                                                                                        the FTD.).
----------------------------------
(3)(a) Pedal Position vs. Force    +/-5 lbs. (2.2 daN)  Ground.............  .....  .....  .....  .....  .....     X   Record results for
 and Surface Position Calibration.  Breakout, +/-5                                                                      an uninterrupted
                                    lbs. (2.2 daN) or                                                                   control sweep to
                                    +/-10% Force, +/-                                                                   the stops.
                                    2[deg] Rudder.
----------------------------------
(3)(b) Pedal Position vs. Force..  +/-5 lbs. (2.2 daN)  Ground.............  .....     X      X   .....     X   .....  Record results for
                                    Breakout, +/-5                                                                      an uninterrupted
                                    lbs. (2.2 daN) or                                                                   control sweep to
                                    +/-10% Force.                                                                       the stops.
----------------------------------
(4) Nosewheel Steering Force.....  +/-2 lbs. (0.9 daN)  Ground.............  .....  .....     X   .....  .....     X
                                    Breakout, +/-3
                                    lbs. (1.3 daN) or
                                    +/-10% Force.
----------------------------------
(5) Rudder Pedal Steering          +/-2[deg] Noswheel   Ground.............  .....  .....     X   .....  .....     X
 Calibration.                       Angle.
----------------------------------
(6) Pitch Trim Calibration         +/-0.5[deg] of       Ground.............  .....  .....  .....  .....  .....     X
 Indicator vs. Computed.            Computed Trim
                                    Angle.
----------------------------------
(7) Alignment of Power Lever (or   +/-5[deg] of Power   Ground.............  .....  .....  .....  .....  .....     X   Requires recording
 Cross Shaft Angle) vs Selected     Lever Angle or                                                                      for all engines.
 Engine Parameter (e.g., EPR, N1,   Cross Shaft Angle                                                                   No simulator
 Torque, Manifold Pressure, etc.).  or Equivalent.                                                                      throttle position
                                                                                                                        may be more than
                                                                                                                        5[deg] (in either
                                                                                                                        direction) from
                                                                                                                        the airplane
                                                                                                                        throttle position.
                                                                                                                        Also, no simulator
                                                                                                                        throttle position
                                                                                                                        may differ from
                                                                                                                        any other
                                                                                                                        simulator throttle
                                                                                                                        position by more
                                                                                                                        than 5[deg]. Where
                                                                                                                        power levers do
                                                                                                                        not have angular
                                                                                                                        travel, a
                                                                                                                        tolerance of +/-
                                                                                                                        0.8 in (2 cm)
                                                                                                                        applies. In the
                                                                                                                        case of propeller
                                                                                                                        powered airplanes,
                                                                                                                        if a propeller
                                                                                                                        lever is present,
                                                                                                                        it must also be
                                                                                                                        checked. May be a
                                                                                                                        serious of
                                                                                                                        snapshot test
                                                                                                                        results.
----------------------------------
(8) Brake Pedal Position vs.       +/-2[deg] Pedal      Ground.............  .....  .....     X   .....  .....     X   Two data points are
 Force.                             Position, +/-5                                                                      required (zero and
                                    lbs. (2.2 daN) or                                                                   maximum
                                    10% Force.                                                                          deflection).
                                                                                                                        Computer output
                                                                                                                        results may be
                                                                                                                        used to show
                                                                                                                        compliance.
----------------------------------
b. Longitudinal
----------------------------------
(1) Power Change Force...........  +/-5 lbs. (2.2 daN)  Cruise or Approach.  .....     X      X   .....     X      X   May be a series of
                                    or +/-20% Force.                                                                    snapshot test
                                                                                                                        results. Power
                                                                                                                        change dynamics
                                                                                                                        will be accepted.
                                                                                                                        (CCA: Test in
                                                                                                                        Normal and Non-
                                                                                                                        normal control
                                                                                                                        state).
----------------------------------
(2) Flap/slat Change Force.......  +/-5 lbs. (2.2 daN)  Takeoff and          .....     X      X   .....     X      X   May be a series of
                                    or +/-20% Force.     Approach.                                                      snapshot test
                                                                                                                        results. Flap
                                                                                                                        change dynamics
                                                                                                                        will be accepted.
                                                                                                                        (CCA: Test in
                                                                                                                        Normal and Non-
                                                                                                                        normal control
                                                                                                                        state).
----------------------------------

[[Page 60390]]

 
(3) Gear Change Force............  +/-5 lbs. (2.2 daN)  Takeoff and          .....     X      X   .....     X      X   May be a series of
                                    or +/-20% Force.     Approach.                                                      snapshot test
                                                                                                                        results. Gear
                                                                                                                        change dynamics
                                                                                                                        will be accepted.
                                                                                                                        (CCA: Test in
                                                                                                                        Normal and Non-
                                                                                                                        normal control
                                                                                                                        state).
----------------------------------
(4) Gear and Flap Operating Times  +/-3 Seconds or +/-  Takeoff and          .....     X      X   .....     X      X
                                    10% of Time.         Approach.
----------------------------------
(5) Longitudinal Trim............  +/-1[deg] Pitch      Cruise, Approach,    .....     X      X   .....     X      X   May be a series of
                                    Control (Stab and    Landing.                                                       snapshot test
                                    Elevator); +/-                                                                      results. Levels
                                    1[deg] Pitch                                                                        2,3, and 5 may use
                                    Angle, +/-2% Net                                                                    equivalent stick
                                    Thrust or                                                                           and trim
                                    equivalent in                                                                       controllers in
                                    Cruise; +/-5% Net                                                                   lieu of stabilizer
                                    Thrust, or                                                                          and elevator.
                                    equivalent in                                                                       (CCA: Test in
                                    Approach and                                                                        Normal and Non-
                                    Landing.                                                                            normal control
                                                                                                                        state).
----------------------------------
(6) Longitudinal Maneuvering       +/-5 lbs. (2.2.      Cruise, Approach,    .....  .....  .....  .....  .....     X   May be a series of
 Stability (Stick Force/g).         daN) or +/-10%       Landing.                                                       snapshot test
                                    Column Force or                                                                     results. Force or
                                    Equivalent Surface                                                                  surface deflection
                                    position.                                                                           must be in the
                                                                                                                        correct direction.
                                                                                                                        (CCA: Test in
                                                                                                                        Normal and Non-
                                                                                                                        normal control
                                                                                                                        state).
----------------------------------
(7) Longitudinal Static Stability  +/-5 lbs. (2.2 daN)  Approach...........  .....     X      X   .....     X      X   May be a series of
                                    or +/-10% Column                                                                    snapshot test
                                    Force or                                                                            results. Levels
                                    Equivalent Surface                                                                  2,3, and 5 must
                                    position.                                                                           exhibit positive
                                                                                                                        static stability,
                                                                                                                        but need not
                                                                                                                        comply with the
                                                                                                                        numerical
                                                                                                                        tolerance. (CCA:
                                                                                                                        Test Normal and
                                                                                                                        Non-normal control
                                                                                                                        state).
----------------------------------
(8) Stall Warning (actuation of    +/-3 Kts Airspeed,   Second Segment       .....     X      X   .....     X      X
 stall warning device).             +/-2[deg] Bank.      Climb and Approach
                                                         or Landing.
----------------------------------
(9)(a) Phugoid Dynamics..........  +/-10% of Period, +/ Cruise.............  .....  .....  .....  .....  .....     X   Results must
                                    -10% of Time to 1/                                                                  include whichever
                                    2 Amplitude or +/-                                                                  is less of the
                                    .02 of Damping                                                                      following: Three
                                    Ratio.                                                                              (3) full cycles (6
                                                                                                                        overshoots after
                                                                                                                        the input is
                                                                                                                        completed), or the
                                                                                                                        number of cycles
                                                                                                                        sufficient to
                                                                                                                        determine time to
                                                                                                                        \1/2\ or double
                                                                                                                        amplitude. (CCA:
                                                                                                                        Test in Normal and
                                                                                                                        Non-normal control
                                                                                                                        state.).
----------------------------------
(9)(b) Phugoid Dynamics..........  +/-10% of Period     Cruise.............  .....     X      X   .....     X   .....  CCA: Test in Normal
                                    with                                                                                and Non-normal
                                    Representative                                                                      control state.
                                    Damping.
----------------------------------
(10) Short Period Dynamics.......  +/-1.5[deg] Pitch    Cruise.............  .....  .....  .....  .....  .....     X   CCA: Test in Normal
                                    or +/-2[deg]/sec                                                                    and Non-normal
                                    Pitch Rate, +/-                                                                     control state.
                                    0.10g Normal
                                    Acceleration.
----------------------------------
c. Lateral Directional
----------------------------------
(1) Roll Response................  +/-10% or +/-2[deg]/ Cruise and Approach  .....     X      X   .....     X      X
                                    sec Roll Rate.       or Landing.
----------------------------------
(2) Response to Roll Controller    +/-10% or +/-2[deg]/ Approach or Landing  .....  .....     X   .....  .....     X   CCA: Test in Normal
 Step Input.                        sec Roll Rate.                                                                      and Non-normal
                                                                                                                        control state.
----------------------------------
(3)(a) Spiral Stability..........  Correct Trend......  Cruise.............  .....     X   .....  .....     X   .....  CCA: Test in Normal
                                                                                                                        and Non-normal
                                                                                                                        control state.
----------------------------------
(3)(b) Spiral Stability..........  Correct Trend, and   Cruise.............  .....  .....     X   .....  .....     X   Data averaged from
                                    +/-3[deg] of Bank                                                                   direction may be
                                    Angle or +/-10% at                                                                  used. (CCA: Test
                                    20 sec.                                                                             in Normal and Non-
                                                                                                                        normal control
                                                                                                                        state.).
----------------------------------

[[Page 60391]]

 
(4)(a) Rudder Response...........  +/-2[deg]/sec, or +/ Approach or Landing  .....  .....  .....  .....  .....     X   CCA: Test in Normal
                                    -10% Yaw Rate or +/                                                                 and Non-normal
                                    -10% Rate of                                                                        control state. May
                                    Heading Change for                                                                  be deleted if
                                    small pitch                                                                         rudder input and
                                    attitudes.                                                                          response is shown
                                                                                                                        in Dutch roll test.
----------------------------------
(4)(b) Rudder Response...........  Yaw Rate +/-2[deg]/  Approach or Landing  .....     X      X   .....     X   .....  May be roll
                                    sec, Bank Angle +/-                                                                 response to a
                                    3[deg].                                                                             given rudder
                                                                                                                        deflection. (CCA:
                                                                                                                        Test in Normal and
                                                                                                                        Non-normal control
                                                                                                                        state.).
----------------------------------
(5)(a) Dutch Roll, Yaw Damper Off  (1) +/-10% of        Cruise, and          .....  .....  .....  .....  .....     X   Record results for
                                    Period (2a)+/-10%    Approach or                                                    at least 6 cycles
                                    of Time to \1/2\     Landing.                                                       with stability
                                    Amplitude or                                                                        augmentation off.
                                    Double Amplitude,                                                                   (CCA: Test in
                                    or (2b) +/-.02 of                                                                   Normal and Non-
                                    Damping Ratio.                                                                      normal control
                                                                                                                        state.).
----------------------------------
(5)(b) Dutch Roll, Yaw Damper Off  +/-10% of Period     Cruise, and          .....  .....     X   .....  .....  .....  CCA: Test in Normal
                                    With Correct Trend   Approach or                                                    and Non-normal
                                    and Number of        Landing.                                                       control state.
                                    Cycles.
----------------------------------
(6) Steady State Sideslip........  For given rudder     Approach or Landing  .....     X      X   .....     X      X   May be a series of
                                    position; +/-                                                                       snapshot test
                                    2[deg] Bank, +/-                                                                    results. Propeller
                                    1[deg] Sideslip, +/                                                                 driven airplanes
                                    -10% or +/-2[deg]                                                                   must test in each
                                    Aileron, +/-10% or                                                                  direction.
                                    +/-5[deg] Spoiler
                                    or Equivalent
                                    Wheel Position or
                                    Force.
--------------------------------------------------------------------------------------------------------------------------------------------------------

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

4. Control Dynamics

Begin Information

    a. The characteristics of an airplane flight control system have 
a major effect on the handling qualities. A significant 
consideration in pilot acceptability of an airplane is the ``feel'' 
provided through the cockpit controls. Considerable effort is 
expended on airplane feel system design in order to deliver a system 
with which pilots will be comfortable and consider the airplane 
desirable to fly. In order for a simulator to be representative, it 
too must present the pilot with the proper feel; that of the 
respective airplane. Aircraft control feel dynamics shall duplicate 
the airplane simulated. This shall be determined by comparing a 
recording of the control feel dynamics of the simulator to airplane 
measurements in the takeoff, cruise, and landing configuration.''
    b. Recordings such as free response to an impulse or step 
function are classically used to estimate the dynamic properties of 
electromechanical systems. In any case, it is only possible to 
estimate the dynamic properties as a result of only being able to 
estimate true inputs and responses. Therefore, it is imperative that 
the best possible data be collected since close matching of the 
simulator control loading system to the airplane systems is 
essential. The required control feel dynamic tests are described in 
2.b. of this attachment. For initial and upgrade evaluations, it is 
required that control dynamic characteristics be measured at and 
recorded directly from the cockpit controls. This procedure is 
usually accomplished by measuring the free response of the controls 
using a step or pulse input to excite the system. The procedure must 
be accomplished in takeoff, cruise, and landing flight conditions 
and configurations.
    c. 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. If either or both considerations apply, 
engineering validation or airplane manufacturer rationale must be 
submitted as justification for ground tests or for eliminating a 
configuration. For simulators 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 that were produced concurrently and show satisfactory 
agreement. Repeat of the alternative method during the initial 
evaluation would then satisfy this test requirement.
    (1) Control Dynamics Evaluations. The dynamic properties of 
control systems are often stated in terms of frequency, damping, and 
a number of other classical measurements that can be found in texts 
on control systems. In order to establish a consistent means of 
validating test results for simulator 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.
    (2) Tests to verify that control feel dynamics represent the 
airplane must show that the dynamic damping cycles (free response of 
the control) match that of the airplane 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.
    d. Tolerances. (1) Underdamped Response. (a) Two measurements 
are required for the period, the time to first zero crossing (in 
case a rate limit is present) and the subsequent frequency of 
oscillation. It is necessary to measure cycles on an individual 
basis in case there are nonuniform periods in the response. Each 
period will be independently compared to the respective period of 
the airplane control system and, consequently, will enjoy the full 
tolerance specified for that period.
    (b) The damping tolerance will be applied to overshoots on an 
individual basis. Care must be taken when applying the tolerance to 
small overshoots since the significance of such overshoots becomes 
questionable. Only those overshoots larger than 5 percent of the 
total initial displacement will be considered significant. The 
residual band, labeled T(Ad) on Figure 1 of this 
attachment is +/-5 percent of the initial displacement amplitude 
Ad from the steady state value of the oscillation. 
Oscillations within the residual band are considered insignificant. 
When comparing

[[Page 60392]]

simulator data to airplane data, the process would begin by 
overlaying or aligning the simulator and airplane 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 
airplane data. This procedure for evaluating the response is 
illustrated in Figure 1 of this attachment.
    (2) Critically Damped and Overdamped Response. Due to the nature 
of critically damped responses (no overshoots), the time to reach 90 
percent of the steady state (neutral point) value must be the same 
as the airplane within +/-10 percent. The simulator response must be 
critically damped also. Figure 2 of this attachment illustrates the 
procedure.
BILLING CODE 4910-13-P
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[[Page 60393]]


[GRAPHIC] [TIFF OMITTED] TP25SE02.017

BILLING CODE 4910-13-C
-----------------------------------------------------------------------

Begin Information

    (3)(a) The following summarizes the tolerances, T, for an 
illustration of the referenced measurements (See Figures 1 and 2 of 
this attachment)

T(P0) +/-10% of P0
T(P1) +/-20% of P1
T(A) +/-10% of A1, +/-20% of Subsequent Peaks
T(Ad) +/-10% of Ad = Residual Band
Overshoots +/-1

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

T(Pn) +/-10%(n+1)% of Pn, where ``n'' is the 
next in sequence.

    e. Alternative Method for Control Dynamics. (1) An alternative 
means for dealing with control dynamics applies to airplanes with 
hydraulically powered flight controls and artificial feel systems. 
Instead of free response measurements, the system would be validated 
by measurements of control force and rate of movement.
    (2) For each axis of pitch, roll, and yaw, the control shall be 
forced to its maximum extreme position for the following distinct 
rates. These tests shall be conducted at typical taxi, takeoff, 
cruise, and landing conditions.
    (a) Static Test--Slowly move the control such that approximately 
100 seconds are required to achieve a full sweep. A full sweep is 
defined as movement of the controller from neutral to the stop, 
usually aft or right stop, then to the opposite stop, then to the 
neutral position.
    (b) Slow Dynamic Test--Achieve a full sweep in approximately 10 
seconds.
    (c) Fast Dynamic Test--Achieve a full sweep in approximately 4 
seconds.

    Note: Dynamic sweeps may be limited to forces not exceeding 100 
lb.

    f. Tolerances.
    (1) Static Test--Items 2.a.(1) (2) and (3) of this appendix.
    (2) Dynamic Test--2 lb. or 10 percent on dynamic increment above 
static test.
    g. The FAA is open to alternative means such as the one 
described above. Such alternatives, however, would have to be 
justified and found appropriate to the application. For example, the 
method described here may not apply to all manufacturers' systems 
and certainly not to airplanes with reversible control systems. 
Hence, each case must be considered on its own merit on an ad hoc 
basis. If the FAA finds that alternative methods do not result in 
satisfactory simulator performance, then more conventionally 
accepted methods must be used.

End Information

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

5. Alternative Objective Data for FTD Levels 2, 3, and 5

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

Begin QPS Requirements

    a. This paragraph 5 (including the following tables) is relevant 
only to FTD Levels 2, 3, and 5 and is provided due to the fact that 
these levels are required to perform and handle similarly to a set 
of airplanes having similar performance (normal airspeed/altitude 
operating envelope), that have similar handling characteristics, and 
have the same number and type of propulsion systems (engines).
    b. The following tables reflect the performance range typical 
for the stated set of airplanes and may be used without having to 
acquire flight test data or gather validation data from any other 
source. However, if the performance of the device does not fall 
within the established range (according to the following tables) for 
a specific table entry, and the sponsor has airplane flight test 
data, acceptable to the NSPM, that matches the performance of the 
device within the tolerances established in the Table of Objective 
Tests, this flight test data may be used for that specific table 
entry requirement. The reader is reminded that Level 3 devices 
require testing in more areas than Level 2 and Level 5 devices. 
Therefore, as the following tables contain information for all three 
FTD levels, some of the data in these tables may not be pertinent to 
a Level 2 or Level 5 FTD.
    c. The following applies to those wishing to pursue this 
alternative approach:
    (1) The sponsor will submit a complete QTG including the 
following:
    (a) If this alternate source of data method is used, recordings 
that demonstrate that the performance of the FTD is within the 
allowable performance range.
    (b) Results from the objective tests appropriate to the level of 
qualification sought.
    (2) The QTG test results must include all appropriate parameters 
for which tolerances are established in the Table of Objective 
Tests, and 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 would have an impact on the conduct of the test.
    (3) One reviewed and accepted by the NSPM, these test results 
are the validation

[[Page 60394]]

data against which the initial and all subsequent recurrent 
evaluations will be compared. These subsequent evaluations will use 
the tolerances listed in the Table of Objective Tests.
    (4) Subjective testing of the device must be performed to 
determine that the device performs and handles acceptably like an 
airplane within the appropriate set of airplanes.

End QPS Requirements

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

Begin Information

    d. The alternative source data contained in the following tables 
have been derived from a consensus of aviation professionals, 
including simulator and flight training device manufacturers; pilots 
and instructors familiar with the various sets of airplanes, and 
airplane manufacturer's representatives for airplanes fitting the 
appropriate set of airplanes.
    e. The reader is encouraged to consult the Airplane Flight 
Simulator Evaluation Handbook, Volumes I and II, published by the 
Royal Aeronautical Society, London, UK, in February 1995 and July 
1996, respectively, and FAA Advisory Circulars (AC) 25-7, Flight 
Test Guide for Certification of Transport Category Airplanes, and 
(AC) 23-8A, Flight Test Guide for Certification of Part 23 
Airplanes, for references and examples regarding flight testing 
requirements and techniques.

End Information

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

         Table of Alternative Source Data FTD Levels 2, 3, and 5
             [Small, Single Engine (Reciprocating) Airplane]
------------------------------------------------------------------------
                             QPS REQUIREMENT
-------------------------------------------------------------------------
    Applicable Test and Test Number        Authorized Performance Range
------------------------------------------------------------------------
             2. Performance
a. Takeoff
    (1) Ground acceleration time; brake  20-30 Seconds.
     release to liftoff Speed.
b. Climb
    (1) Normal climb with nominal gross  Climb rate = 500-1200 fpm (2.5-
     weight, at best rate-of-climb        6 m/sec).
     airspeed.
c. Ground Deceleration
    (1) Deceleration time from 60 knots  5-15 Seconds.
     to zero; with a nominal gross
     weight; using wheel brakes on a
     dry runway.
d. Engines
    (1) Acceleration; idle to takeoff    2-4 Seconds.
     power.
    (2) Deceleration; takeoff power to   2-4 Seconds.
     idle.
 
         3. Handling Qualities
 
a. Static Control Checks
    (1)(b) Column position vs. force...  Plot of Column Position vs.
                                          Force must fall within the
                                          shaded areas shown in Figure 3
                                          of this attachment (Small,
                                          Single Engine Airplanes).
    (2)(b) Wheel position vs. force....  Plot of Wheel Position vs.
                                          Force must fall within the
                                          shaded areas shown in Figure
                                          3a of this attachment (Small,
                                          Single Engine Airplanes).
    (3)(b) Pedal position vs. force....  Plot of Rudder Pedal Position
                                          vs. Force must fall within the
                                          shaded areas shown in Figure
                                          3b of this attachment (Small,
                                          Single Engine Airplanes).
    (4) Nosewheel steering force.......  Plot of Rudder Pedal Position
                                          vs. Force must fall within the
                                          shaded areas shown in Figure
                                          3b of this attachment (Small,
                                          Single Engine Airplanes).
    (5) Rudder pedal steering            10-30 degrees of nosewheel
     calibration with full rudder pedal   angle, both sides of neutral.
     travel.
    (8) Brake pedal position vs. force;  30-100 lbs (13.2-44 daN) of
     at maximum pedal deflection.         force.
b. Longitudinal
    (1) Power change force.
        (a) Trim for straight and level  (a) 5-15 lbs (2.2-6.6 daN) of
         flight at 80% of normal cruise   force (Pull).
         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 level  (b) 5-15 lbs (2.2-6.6 daN) of
         flight at 80% of normal cruise   force (Push).
         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) Flap/slat change force
        (a) Trim for straight and level  (a) 5-15 lbs (2.2-6.6 daN) of
         flight with flaps fully          force (Pull).
         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 level  (b) 5-15 lbs (2.2-6.6 daN) of
         flight with flaps extended to    force (Push).
         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.
    (3) Gear change force

[[Page 60395]]

 
        (a) Trim for straight and level  (a) 2-12 lbs (0.88-5.3 daN) of
         flight with landing gear         force (Pull).
         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 level  (b) 2-12 lbs (0.88-5.3 daN) of
         flight with landing gear         force (Push).
         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.
    (4) Gear and flap operating times
        (a) Extend gear................  (a) 2-12 seconds.
        (b) Retract gear...............  (b) 2-12 seconds.
        (c) Extend flaps, zero to 50%    (c) 3-13 seconds.
         travel.
        (d) Retract flaps, 50% travel    (d) 3-13 seconds.
         to zero.
    (5) Longitudinal trim..............  Must be able to trim
                                          longitudinal stick force to
                                          ``zero'' in each of the
                                          following configurations:
                                          cruise; approach; and landing.
    (7) Longitudinal static stability..  Must exhibit positive static
                                          stability.
    (8) Stall warning (actuation of
     stall warning device) with nominal
     gross weight; wings level; and a
     deceleration rate of approximately
     one (1) knot per second.
        (a) Landing configuration......  (a) 40-60 knots; +/- 5[deg] of
                                          bank.
        (b) Clean configuration........  (b) Landing configuration speed
                                          + 10-20 percent.
    (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.
c. Lateral Directional
    (1) Roll response
        Roll rate must be measured       Must have a roll rate of 6-40
         through at least 30 degrees of   degrees/second.
         roll. Aileron control must be
         deflected 50 percent of
         maximum travel.
    (2) Response to roll controller
     step input
        Trim for straight and level      Roll rate must decrease to not
         flight at nominal gross weight   more than 10 percent of the
         and approach airspeed. Roll      roll rate achieved, within 1-3
         into a 30 degree bank turn and   seconds of control release.
         stabilize. When ready, input a
         50 percent aileron control
         opposite to the direction of
         turn. When reaching zero bank
         angle, rapidly neutralize the
         aileron control and release.
         Record the response from at
         least 2 seconds prior to the
         initiation of control input
         opposite to the direction of
         turn until at least 20 seconds
         after neutralization of the
         controls.
    (3)(a) and (b) Spiral stability
        Cruise configuration and normal  Initial bank angle (+/- 5
         cruise airspeed. Establish a     degrees) after 20 seconds.
         20-30 degree bank. When
         stabilized, neutralize the
         aileron control and release.
         Must be completed in both
         directions of turn.
    (4)(b) Rudder response
        Use 50 percent of maximum        6-12 degrees/second yaw rate.
         rudder deflection.
        Applicable to approach or
         landing configuration
    (5)(b) Dutch roll, yaw damper off    A period of 2-5 seconds; and \1/
                                          2\-2 cycles.
        Applicable to cruise and
         approach configurations
    (6) Steady state sideslip            2-10 degrees of bank; 4-10
                                          degrees of sideslip; and
        Use 50 percent rudder            2-10 degrees of aileron.
         deflection.
 
        Applicable to approach and
         landing configurations
    4. Cockpit Instrument Response.
 
Instrument systems response to an        300 milliseconds or less.
 abrupt pilot controller input. One
 test is required in each axis (pitch,
 roll, and yaw).
------------------------------------------------------------------------

BILLING CODE 4910-13-P

[[Page 60396]]

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[[Page 60397]]


[GRAPHIC] [TIFF OMITTED] TP25SE02.019


[[Page 60398]]


[GRAPHIC] [TIFF OMITTED] TP25SE02.020

BILLING CODE 4910-13-C

         Table of Alternative Source Data FTD Levels 2, 3, and 5
             [Small, Multi-Engine (Reciprocating) Airplane]
------------------------------------------------------------------------
                             QPS REQUIREMENT
-------------------------------------------------------------------------
    Applicable Test and Test Number        Authorized Performance Range
------------------------------------------------------------------------
             2. Performance
 
a. Takeoff
    (1) Ground acceleration time; brake  20-230 Seconds.
     release to liftoff speed.
b. Climb
    (1) Normal climb with nominal gross  Climb airspeed = 95-115 knots.
     weight, at best rate-of-climb       Climb rate = 500-1500 fpm (2.5-
     airspeed.                            7.5 m/sec).
c. Ground Deceleration
    (1) Deceleration time from 80 knots  10-20 Seconds.
     to zero; with a nominal gross
     weight; using wheel brakes on a
     dry runway.
d. Engines
    (1) Acceleration; idle to takeoff    2-5 Seconds.
     power.
    (2) Deceleration; takeoff power to   2-5 Seconds.
     idle.
 

[[Page 60399]]

 
         3. Handling Qualities
 
a. Static Control Checks
    (1)(b) Column position vs. force...  Plot of Column Position vs.
                                          Force must fall within the
                                          shaded areas shown in Figure
                                          4, page 29 (Small, Multi-
                                          Engine Airplanes).
    (2)(b) Wheel position vs. force....  Plot of Wheel Position vs.
                                          Force must fall within the
                                          shaded areas shown in Figure
                                          5, page 30 (Small, Multi-
                                          Engine Airplanes).
    (3)(b) Pedal position vs. force....  Plot of Rudder Pedal Position
                                          vs. Force must fall within the
                                          shaded areas shown in Figure
                                          6, page 31 (Small, Multi-
                                          Engine Airplanes).
    (4) Nosewheel steering force.......  Plot of Rudder Pedal Position
                                          vs. Force must fall within the
                                          shaded areas shown in Figure
                                          6, page 31 (Small, Multi-
                                          Engine Airplanes).
    (5) Rudder pedal steering            10-30 degrees of nosewheel
     calibration with full rudder pedal   angle, both side of neutral.
     travel.
    (8) Brake pedal position vs. force;  50-150 lbs (22-66 daN) of
     at maximum pedal deflection.         force.
b. Longitudinal
    (1) Power change force
        (a) Trim for straight and level  (a) 10-25 lbs (2.2-6.6 daN) of
         flight at 80% of normal cruise   force (Pull).
         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 level  (b) 5-15 lbs (2.2-6.6 daN) or
         flight at 80% of normal cruise   force (Push).
         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) Flap/slat change force
        (a) Trim for straight and level  (1) 5-15lbs (2.2-6.6 daN) of
         flight with flaps fully          force (Pull).
         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 level  (b) 5-15 lbs (2.2-6.6 daN) of
         flight with flaps extended to    force (Push).
         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
         (fully retracted). After
         stabilized, record stick force
         necessary to maintain original
         airspeed.
    (3) Gear change force
        (a) Trim for straight and level  (a) 2-12 lbs (0.88-5.3 daN) of
         flight with landing gear         force (Pull).
         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 level  (b) 2-12 lbs (0.88-5.3 daN) of
         flight with landing gear         force (Push).
         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.
    (4) Gear and flap operating times..
        (a) Extend gear................  (a) 2-12 seconds.
        (b) Retract gear...............  (b) 2-12 seconds.
        (c) Extend flaps, zero to 50%    (c) 3-13 seconds.
         travel.
        (d) Retract flaps, 50% travel    (d) 3-13 seconds.
         to zero.
    (5) Longitudinal trim..............  Must be able to trim
                                          longitudinal stick force to
                                          ``zero'' in each of the
                                          following configurations:
                                         (a) cruise;
                                         (b) approach; and
                                         (c) landing.
    (7) Longitudinal static stability..  Must exhibit positive static
                                          stability.
    (8) Stall warning (actuation of      (a) 60-90 knots; +/-5 degrees
     stall warning device) with nominal   of bank.
     gross weight; wings level; clean
     configuration, and a deceleration
     rate of approximately one (1) knot
     per second.
        (a) Landing configuration......  (b) Landing confirguration
                                          speed, + 10-20 percent.
        (b) Clean configuration........
    (9)(b) Phugoid dynamics............  (a) Must have a phugoid with a
                                          period of 30-60 seconds.
                                         (b) May not reach \1/2\ or
                                          double amplitude in less than
                                          2 cycles.
c. Lateral Directional
    (1) Roll response

[[Page 60400]]

 
        Roll rate must be measured       Must have a roll rate of 6-40
         through at least 30 degrees of   degrees/second.
         roll. Aileron control must be
         deflected 50 percent of
         maximum travel.
    (2) Response to roll controller
     step input
        Trim for straight and level      Roll rate must decrease to not
         flight at nominal gross weight   more than 10 percent of the
         and approach airspeed. Roll      roll rate achieved, within 1-3
         into a 30 degree bank turn and   seconds of control release.
         stabilize. When ready, input a
         50 percent aileron control
         opposite to the direction of
         turn. When reaching zero bank
         angle, rapidly neutralize the
         aileron control and release.
         Record the response from at
         least 2 seconds prior to the
         initiation of control input
         opposite to the direction of
         turn until at least 20 seconds
         after neutralization of the
         controls.
    (3)(a) and (b) Spiral stability
        Cruise configuration and normal  Initial bank angle (+/-5
         cruise airspeed. Establish a     degrees) after 20 seconds.
         20-30 degree bank. When
         stabilized, neutralize the
         aileron control and release.
         Must be completed in both
         directions of turn.
    (4)(b) Rudder response
        Use 50 percent of maximum        6-12 degrees/second yaw rate.
         rudder deflection.
        Applicable to approach or
         landing configuration
    (5)(b) Dutch roll, yaw damper off..  (a) A period of 2-5 seconds;
                                          and \1/2\-2 cycles.
        Applicable to cruise and
         approach configurations
    (6) Steady state sideslip..........  2-10 degrees of bank; 4-10
                                          degrees of sideslip; and
        Use 50 percent rudder            2-10 degrees of aileron.
         deflection; Applicable to
         approach and landing
         configurations.
 
     4. Cockpit Instrument Response
 
Instrument systems response to an        300 milliseconds or less.
 abrupt pilot controller input. One
 test is required to each axis (pitch,
 roll, and yaw).
------------------------------------------------------------------------

BILLING CODE 4910-13-P

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BILLING CODE 4910-13-C

         Table of Alternative Source Data FTD Levels 2, 3, and 5
       [Multi Engine (Turbo-Propeller) Airplanes <= 19,000 Pounds]
------------------------------------------------------------------------
                             QPS REQUIREMENT
-------------------------------------------------------------------------
    Applicable Test and Test Number        Authorized Performance Range
------------------------------------------------------------------------
             2. Performance
 
a. Takeoff
    (1) Ground acceleration time; brake  20-30 Seconds.
     release to liftoff speed.
b. Climb
    (1) Normal climb with nominal gross  Climb airspeed: 120-140 knots;
     weight, at best rate-of-climb        Climb rate; 1000-3000 fpm (5-
     airspeed.                            15 m/sec)
c. Ground Deceleration
    (1) Deceleration time from 90 knots  20-35 Seconds.
     to zero; with a nominal gross
     weight; using wheel brakes on a
     dry runway.
d. Engines
    (1) Acceleration; idle to takeoff    2-6 Seconds.
     power.
    (2) Deceleration; takeoff power to   1-5 Seconds.
     idle.
 
         3. Handling Qualities
 
a. Static Control Checks

[[Page 60407]]

 
    (1)(b) Column position vs. force...  Plot of Column Position vs.
                                          Force must fall within the
                                          shaded areas shown in Figure
                                          10, page 43 (Multi-Engine
                                          Turbo-Propeller Airplanes).
    (2)(b) Wheel position vs. force....  Plot of Wheel Position vs.
                                          Force must fall within the
                                          shaded areas shown in Figure
                                          11, page 44 (Multi-Engine
                                          Turbo-Propeller Airplanes).
    (3)(b) Pedal position vs. force....  Plot of Rudder Pedal Position
                                          vs. Force must fall within the
                                          shaded areas shown in Figure
                                          12, page 45 (Multi-Engine
                                          Turbo-Propeller Airplanes).
    (4) Nosewheel steering force.......  Plot of Rudder Pedal Position
                                          vs. Force must fall within the
                                          shaded areas shown in Figure
                                          12, page 45 (Multi-Engine
                                          Turbo-Propeller Airplanes).
    (5) Rudder pedal steering            10-30 degrees of nosewheel
     calibration with full rudder pedal   angle, both sides of neutral.
     travel.
    (8) Brake pedal position vs. force;  50-150 lbs (22-66 daN) of
     at maximum pedal deflection.         force.
b. Longitudinal
    (1) Power change force
        (a)Trim for straight and level   (a) 8 lbs (3.5 daN) of Push
         flight at 80% of normal cruise   force to 8 lbs (3.5 daN) of
         airspeed with necessary power.   Pull force.
         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 level  (b) 12-22 lbs (5.3-9.7 daN) of
         flight at 80% of normal cruise   force (Push).
         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) Flap/slat change force
        (a) Trim for straight and level  (a) 5-15 lbs (2.2-6.6 daN) of
         flight with flaps fully          force (Pull).
         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 level  (b) 5-15 lbs (2.2-6.6 daN) of
         flight with flaps extended to    force (Push).
         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
         (fully retracted). After
         stabilized, record stick force
         necessary to maintain original
         airspeed.
    (3) Gear change force
        (a) Trim for straight and level  (a) 2-12 lbs (0.88-5.3 daN) of
         flight with landing gear         force (Pull).
         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 level  (b) 2-12 lbs (0.88-5.3 daN) of
         flight with landing gear         force (Push).
         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.
    (4) Gear and flap operating times
        (a) Extend gear................  (a) 2-12 seconds.
        (b) Retract gear...............  (b) 2-12 seconds.
        (c) Extend flaps, zero to 50%    (c) 3-13 seconds.
         travel.
        (d) Retract flaps, 50% travel    (d) 3-13 seconds.
         to zero.
    (5) Longitudinal trim..............  Must be able to trim
                                          longitudinal stick force to
                                          ``zero'' in each of the
                                          following configurations:
                                         (a) cruise;
                                         (b) approach; and
                                         (c) landing.
    (7) Longitudinal static stability..  Must exhibit positive static
                                          stability.
    Stall warning (actuation of stall
     warning device) with nominal gross
     weight; wings level; clean
     configuration, and a deceleration
     rate of approximately one (1) knot
     per second
        (a) Landing configuration......  (a) 80-100 knots; +/- 5 degrees
                                          of bank.
        (b) Clean configuration........  (b) Landing configuration speed
                                          + 10-20 percent.
    (9)(b) Phugoid dynamics............  (a) Must have a phugoid with a
                                          period of 30-60 seconds.
                                         (b) May not reach \1/2\ or
                                          double amplitude in less than
                                          2 cycles.
c. Lateral Directional
    (1) Roll response

[[Page 60408]]

 
        (a) Roll rate must be measured   Must have a roll rate of 6-40
         through at least 30 degrees of   degrees/second.
         roll. Aileron control must be
         deflected 50 percent of
         maximum travel.
    (2) Response to roll controller
     step input
        Trim for straight and level      Roll rate must decrease to not
         flight at nominal gross weight   more than 10 percent of the
         at approach airspeed. Roll       roll rate achieved, and must
         into a 30 degree band turn and   do so within 1-3 seconds.
         stabilize. When ready, input a
         50 percent aileron control
         opposite the direction of
         turn. When reaching zero bank
         angle, rapidly neutralize the
         aileron control and release.
         Record the response from at
         least 2 seconds prior to
         initiation of control input at
         least 20 seconds after
         neutralization of the controls.
    (3)(a) and (b) Spiral stability
        Cruise configuration and normal  Initial bank angle (+/- 5
         cruise airspeed. Establish a     degrees) after 20 seconds.
         20-30 degree bank. When
         stabilized, neutralize the
         aileron control and release.
         (Must be completed in both
         directions of turn).
    (4)(b) Rudder response
        Use 50 percent of maximum        6-12 degrees/second yaw rate.
         rudder deflection.
        Applicable to approach or
         landing configuration.
    (5)(b) Dutch roll, yaw damper off..  (a) A period of 2-5 seconds;
                                          and
        Applicable to cruise and          (b) \1/2\-3 cycles.
         approach configurations..
    (6) Steady state sideslip..........  (a) 2-10 degrees of bank;
        Use 50 percent rudder            (b) 4-10 degrees of sideslip;
         deflection.                      and
        Applicable to approach and       (c) 2-10 degrees of aileron.
         landing configurations..
     4. Cockpit Instrument Response
 
Instrument systems response to an        300 milliseconds or less.
 abrupt pilot controller input. One
 test is required in each axis (pitch,
 roll, and yaw).
------------------------------------------------------------------------

BILLING CODE 4910-13-P

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BILLING CODE 4910-13-C

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

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

Begin Information

    a. In recent years, considerable progress has been made by 
highly experienced aircraft and FTD manufacturers in improvement of 
aerodynamic modeling techniques. In conjunction with increased 
accessibility to very high powered computer technology, these 
techniques have become quite sophisticated. Additionally, those who 
have demonstrated success in combining these modeling techniques 
with minimal flight testing have incorporated the use of highly 
mature flight controls models and have had extensive experience in 
comparing the output of their effort with actual flight test data--
and they have been able to do so on an iterative basis over a period 
of years.
    b. It has become standard practice for experienced FTD 
manufacturers to use such techniques as a means of establishing data 
bases for new FTD configurations while awaiting the availability of 
actual flight test data; and then comparing this new data with the 
newly available flight test data. The results of such comparisons 
have, as reported by some recognized and experienced simulation 
experts, become increasingly consistent and indicate that these 
techniques, applied with appropriate experience, are becoming 
dependably accurate for the development of aerodynamic models for 
use in Level 6 FTDs.
    c. In reviewing this history, the NSPM has concluded that, with 
proper care, those who are experienced in the development of 
aerodynamic models for FTD application can successfully use these 
modeling techniques to acceptably alter the method by which flight 
test data may be acquired and, when applied to Level 6 FTDs, does 
not compromise the quality of that simulation.
    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 as an acceptable 
alternative to the procedures and instrumentation found in the 
traditionally accepted flight test methods used to gather such 
modeling and validation data.
    (1) Alternative data sources which may be used for part or all 
of a data requirement are the Airplane Maintenance Manual, the 
Airplane Flight Manual (AFM), Airplane Design Data, the Type 
Inspection Report (TIR), Certification Data or acceptable 
supplemental flight test data.
    (2) The NSPM recommends that use of the alternative 
instrumentation noted in the following Table be coordinated with the 
NSPM prior to employment in a flight test or data gathering effort.
    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.

[[Page 60412]]

    (1) While the 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. Any of the FTD 
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.
    (2) 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, will be used. Such a model does not require control 
surface position measurements in the flight test objective data in 
these limited applications.
    (3) The authorized uses of Level 6 FTDs (as listed in the 
appropriate Commercial, Instrument, or Airline Transport Pilot and/
or Type Rating Practical Test Standards) for ``initial,'' 
``transition,'' or ``upgrade'' training, still requires additional 
flight training and/or flight testing/checking in the airplane or in 
a Level C or Level D simulator.
    f. The sponsor is urged to contact the NSPM for clarification of 
any issue regarding airplanes with reversible control systems. This 
table is not applicable to Computer Controlled Aircraft flight 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 simulators.

End Information

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

   Table of Alternative Data Sources, Procedures, and Instrumentation:
                            Level 6 FTD Only
------------------------------------------------------------------------
                  QPS requirement (if this source used)
-------------------------------------------------------------------------
                                Alternative data
Applicable test and test No.  sources, procedures,    Notes, reminders,
                               and instrumentation     and information
------------------------------------------------------------------------
2.a.(1) Performance.          TIR, AFM, or Design
 Takeoff. Minimum Radius       data may be used.
 turn.
-----------------------------
2.b.(1) Performance. Climb.   Data may be acquired
 Normal Climb.                 with a synchronized
                               video of:
                               calibrated airplane
                               instruments and
                               engine power
                               throughout the
                               climb range.
-----------------------------
2.c.(1) Performance. In-      Data may be acquired  Airspeeds may be
 Flight. Stall Warning         through a             cross checked with
 (activation of stall          synchronized video    those in the TIR
 warning device).              recording of: a       and AFM.
                               stop watch and the
                               calibrated airplane
                               airspeed indicator.
                               Handrecord the
                               flight conditions
                               and airplane
                               configuration.
-----------------------------
2.d.(1) Performance. Ground.  Data may be acquired
 Deceleration Time, using      during landing
 manual application of wheel   tests using a stop
 brakes and no reverse         watch, runway
 thrust.                       markers, and a
                               synchronized video
                               of: calibrated
                               airplane
                               instruments, thrust
                               lever position and
                               the pertinent
                               parameters of
                               engine power.
-----------------------------
2.d.(2) Performance. Ground.  Data may be acquired
 Deceleration Time, using      during landing
 reverse thrust and no wheel   tests using a stop
 brakes.                       watch, runway
                               markers, and a
                               synchronized video
                               of: calibrated
                               airplane
                               instruments, thrust
                               lever position and
                               the pertinent
                               parameters of
                               engine power.
-----------------------------
2.e.(1) Performance.          Data may be acquired
 Engines. Acceleration.        with a synchronized
                               video recording of:
                               engine instruments
                               and throttle
                               position.
-----------------------------
2.e.(2) Performance.          Data may be acquired
 Engines. Deceleration.        with a synchronized
                               video recording of:
                               engine instruments
                               and throttle
                               position.
-----------------------------
3.a.(1)(b) Handing            Force data may be
 Qualities. Static Control     acquired by using a
 Checks. Column Position vs.   hand held force
 Force.                        gauge at selected,
                               significant column
                               positions
                               (encompassing
                               significant column
                               position data
                               points) acceptable
                               to the NSPM.
-----------------------------
3.a.(2)(b) Handling           Force data may be
 Qualities. Static Control     acquired by using a
 Checks. Wheel Position vs.    hand held force
 Force.                        gauge at selected,
                               significant wheel
                               positions
                               (encompassing
                               significant wheel
                               position data
                               points) acceptable
                               to the NSPM.
-----------------------------
3.a.(3)(b) Handling           Force data may be
 Qualities. Static Control     acquired by using a
 Checks. Rudder Pedal          hand held force
 Position vs. Force.           gauge at selected,
                               significant wheel
                               positions
                               (encompassing
                               significant wheel
                               position data
                               points) acceptable
                               to the NSPM.
-----------------------------

[[Page 60413]]

 
3.a.(4) Handling Qualities.   Breakout data may be
 Static Control Checks.        acquired with a
 Nosewheel Steering Force.     hand held force
                               gauge. The
                               remainder of the
                               force to the stops
                               may be calculated
                               if the force gauge
                               and a protractor
                               are used to measure
                               force after
                               breakout for at
                               least 25% of the
                               total displacement
                               capability.
-----------------------------
3.a.(5) Handling Qualities.   Data may be acquired
 Static Control Checks.        through the use of
 Rudder Pedal Steering         force pads on the
 Calibration.                  rudder pedals and a
                               pedal position
                               measurement device,
                               together with
                               design data for
                               nose wheel position
                               measurement device,
                               together with
                               design data for
                               nose wheel position.
-----------------------------
3.a.(6) Handling Qualities.   Data may be acquired
 Static Control Checks.        through
 Pitch Trim Calibration        calculations.
 (Indicator vs. Computed).
-----------------------------
3.a.(7) Handling Qualities.   Data may be acquired
 Static Control Checks.        through the use of
 Alignment of Power Lever      a temporary
 Angle vs. Selected Engine     throttle quadrant
 Parameter (e.g., EPR, N1,     scale to document
 Torque, etc.).                throttle position.
                               Use a synchronized
                               video to record
                               steady state
                               instrument readings
                               or hand-record
                               steady state engine
                               performance
                               readings.
-----------------------------
3.a.(8) Handling Qualities.   Use of design or
 Static Control Checks.        predicted data is
 Brake Pedal Position vs.      acceptable. Data
 Force.                        may be acquired by
                               measuring
                               deflection at
                               ``zero'' and
                               ``maximum'' and
                               calculating
                               deflections between
                               the extremes using
                               the airplane design
                               data curve.
-----------------------------
3.b.(1) Handling Qualities.   Data may be acquired
 Longitudinal. Power Change    by using an
 Force.                        inertial
                               measurement system
                               and a synchronized
                               video of: the
                               calibrated airplane
                               instruments;
                               throttle position;
                               and the force/
                               position
                               measurements of
                               cockpit controls.
-----------------------------
3.b.(2) Handling Qualities.   Data may be acquired
 Longitudinal. Flap/Slat       by using an
 Change Force.                 inertial
                               measurement system
                               and a synchronized
                               video of: the
                               calibrated airplane
                               instruments; flap/
                               slat position; and
                               the force/position
                               measurements of
                               cockpit controls.
-----------------------------
3.b.(3) Handling Qualities.   Data may be acquired
 Longitudinal. Gear Change     by using an
 Force.                        inertial
                               measurement system
                               and a synchronized
                               video of: the
                               calibrated airplane
                               instruments; gear
                               position; and the
                               force/position
                               measurements of
                               cockpit controls.
-----------------------------
3.b.(4) Handling Qualities.   May use design data,
 Longitudinal. Landing Gear    production flight
 and Flap/Slat Operating       test schedule, or
 Times.                        maintenance
                               specification,
                               together with an
                               SOC.
-----------------------------
3.b.(5) Handling Qualities.   Data may be acquired
 Longitudinal. Longitudinal    through use of an
 Trim.                         inertial
                               measurement system
                               and a synchronized
                               video of: the
                               cockpit controls
                               position
                               (previously
                               calibrated to show
                               related surface
                               position) and the
                               engine instrument
                               readings.
-----------------------------
3.b.(6) Handling Qualities.   Data may be acquired
 Longitudinal. Longitudinal    through the use of
 Maneuvering Stability         an inertial
 (Stick Force/g).              measurement system
                               and a synchronized
                               video of: the
                               calibrated airplane
                               instruments; a
                               temporary, high
                               resolution bank
                               angle scale affixed
                               to the attitude
                               indicator; and a
                               wheel and column
                               force measurement
                               indication.
-----------------------------

[[Page 60414]]

 
3.b.(7) Handling Qualities.   Data may be acquired
 Longitudinal. Longitudinal    through the use of
 Static Stability.             a synchronized
                               video of: the
                               airplane flight
                               instruments and a
                               hand held force
                               gauge.
-----------------------------
3.b.(8)(b) Handling           Data may be acquired
 Qualities. Longitudinal.      by using an
 Phugoid Dynamics.             inertial
                               measurement system
                               and a synchronized
                               video of: the
                               calibrated airplane
                               instruments and the
                               force/position
                               measurements of
                               cockpit controls.
-----------------------------
3.c.(1) Handling Qualities.
 Lateral Directional. Roll
 Response (Rate)
-----------------------------
3.c.(2) Handling Qualities.   Data may be acquired
 Lateral Directional. (a)      by using an
 Roll Overshoot or (b) Roll    inertial
 Response to Cockpit Roll      measurement system
 Controller Step Input.        and a synchronized
                               video of: the
                               calibrated airplane
                               instruments and the
                               force/position
                               measurements of
                               cockpit lateral
                               controls.
-----------------------------
3.c.(4)(b) Handling           Data may be acquired
 Qualities. Lateral            by using an
 Directional. Spiral           inertial
 Stability.                    measurement system
                               and a synchronized
                               video of: the
                               calibrated airplane
                               instruments; the
                               force/position
                               measurements of
                               cockpit controls;
                               and a stop watch.
-----------------------------
3.c.(5)(a) Handling           Data may be acquired
 Qualities. Lateral            by using an
 Directional. Rudder           inertial
 Response.                     measurement system
                               and a synchronized
                               video of: the
                               calibrated airplane
                               instruments; the
                               force/position
                               measurements of
                               rudder pedals.
-----------------------------
3.c.(6)(a) Handling           Data may be acquired
 Qualities. Lateral            by using an
 Directional. Dutch Roll,      inertial
 (Yaw Damper OFF).             measurement system
                               and a synchronized
                               video of: the
                               calibrated airplane
                               instruments; the
                               force/position
                               measurements of
                               cockpit controls.
-----------------------------
3.c.(7) Handling Qualities.   Data may be acquired
 Lateral Directional. Steady   by using an
 State Sideslip.               inertial
                               measurement system
                               and a synchronized
                               video of: the
                               calibrated airplane
                               instruments; the
                               force/position
                               measurements of
                               cockpit controls.
                               Ground track and
                               wind corrected
                               heading may be used
                               for sideslip angle.
------------------------------------------------------------------------

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

1. Discussion

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

Begin Information

    a. The subjective tests provide a basis for evaluating the 
capability of the FTD to perform over a typical utilization period; 
determining that the FTD satisfactorily meets the appropriate 
training/testing/checking objectives and competently simulates each 
required maneuver, procedure, or task; and verifying correct 
operation of the FTD controls, instruments, and systems. The items 
in the list of operations tasks are for FTD evaluation purposes 
only. They must not be used to limit or exceed the authorizations 
for use of a given level of FTD as found in the Pilot Qualification 
Performance Standards or as may be approved by the TPAA. All items 
in the following paragraphs are subject to an examination of 
function.
    b. The List of Operations Tasks in paragraph 2 of this 
attachment addresses pilot functions, including maneuvers and 
procedures (called flight tasks), and is divided by flight phases. 
The performance of these tasks by the NSPM includes an operational 
examination of special effects and any installed visual system. 
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 List of FTD Systems in paragraph 3 of this attachment 
addresses the overall function and control of the FTD including the 
various simulated environmental conditions; simulated airplane 
system operation (normal, abnormal, and emergency); and visual 
system displays and special effects (if either are applicable) that 
are used to meet flightcrew 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.

[[Page 60415]]

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

End Information

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

2. List of Operations Tasks

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

Begin QPS Requirements

    The NSP pilot, or the pilot designated by the NSPM, will 
evaluate the FTD in the following Operations Tasks, as applicable to 
the airplane and FTD level, using the sponsor's approved manuals and 
checklists.

a. Preparation for Flight

    Preflight. Accomplish a functions check of all installed 
switches, indicators, systems, and equipment at all crewmembers' and 
instructors' stations, and determine that the cockpit (or flight 
deck area) design and functions replicate the appropriate airplane 
or set of airplanes.

b. Surface Operations (Pre-Takeoff)

(1) Engine start.
    (a) Normal start.
    (b) Alternate start operations.
    (c) Abnormal starts and shutdowns (hot start, hung start, etc.).
(2) Pushback/Powerback (as applicable, powerback requires visual 
system).
(3) Taxi
    (a) Thrust response.
    (b) Power lever friction.
    (c) Ground handling.
    (d) Nosewheel scuffing.
    (e) Brake operation (normal and alternate/emergency).
    (f) Ground Hazard (if applicable) requires visual system.
    (g) Surface Movement and Guidance System (SMGS) (if applicable) 
requires visual system.
    (h) Other.

c. Takeoff

(1) Normal.
    (a) Propulsion system checks (e.g.,engine parameter 
relationships; propeller and mixture controls).
    (b) Airplane acceleration characteristics.
    (c) Nosewheel and rudder steering.
    (d) Crosswind (maximum demonstrated).
    (e) Special performance.
    (f) Instrument.
    (g) Landing gear, wing flap, leading edge device operation.
    (h) Other.
(2) Abnormal/Emergency.
    (a) Rejected, with brake fade (if applicable) due to rising 
brake temperature.
    (b) Rejected, special performance.
    (c) Flight control system failure modes.
    (d) Other.

d. Inflight Operation

(1) Climb.
    (a) Normal.
    (b) Other.
(2) Cruise.
    (a) Performance characteristics (speed vs. power).
    (b) Normal turns and turns with/without spoilers (speed brake) 
deployed.
    (c) High altitude handling.
    (d) High indicated airspeed handling, over-speed warning.
    (e) Mach effects on control and trim.
    (f) Normal and steep turns.
    (g) Performance turns.
    (h) Approach to stalls in the following configurations: (i) 
cruise; (ii) takeoff or approach; and (iii) landing.
    (i) High angle of attack maneuvers in the following 
configurations: (i) cruise; (ii) takeoff or approach; and (iii) 
landing.
    (j) Inflight engine shutdown (as applicable, procedures only).
    (k) Inflight engine restart (as applicable, procedures only).
    (l) Maneuvering with one or more engines inoperative (as 
applicable, procedures only).
    (m) Slow flight.
    (n) Specific flight characteristics.
    (o) Manual flight control reversion (i.e., loss of all flight 
control power).
    (p) Other flight control system failure modes.
    (q) Holding.
    (r) Airborne hazard (if applicable, requires visual system).
    (s) Operations during icing conditions.
    (t) Traffic alert and collision avoidance.
    (u) Effects of airframe icing.
    (v) Other.
(3) Descent.
    (a) Normal.
    (b) Maximum rate (clean, with speedbrake extended, etc.) and 
recovery.
    (c) Flight Control System Failure Modes (e.g., manual flight 
control reversion; split controls, etc.).
    (d) High rate of sink and recovery.
    (e) Other.

e. Approaches

(1) Instrument Approach Maneuvers.
    (a) Non-precision:
    (i) Non-Directional Beacon (NDB).
    (ii) VHF Omni-Range (VOR), Area Navigation (RNAV), Tactical Air 
Navigation (TACAN).
    (iii) Distance Measuring Equipment, Arc (DME ARC).
    (iv) ILS Localizer Back Course (LOC/BC).
    (v) Localizer Directional Aid (LDA), ILS Front Course Localizer 
(LOC), Simplified Direction Facility (SDF).
    (vi) Airport Surveillance Radar (ASR).
    (vii) Global Positioning System (GPS).
    (vii) Missed approach.
    (b) Precision:
    (i) Instrument Landing System (ILS)
    A. Category I published:
    i. Manually controlled with and without flight director to 100 
feet below published decision height.
    ii. With maximum demonstrated crosswind.
    B. Category II published--with and without use of autopilot, 
autothrottle, and autoland, as applicable.
    C. Category III published:
    i. With minimum/standby electrical power.
    ii. With generator/alternator failure (transient).
    iii. With 10 knot tail wind.
    iv. With 10 knot crosswind.
    D. Missed approach.
    (ii) Precision Approach Radar (PAR)
    A. Normal.
    B. With crosswind.
    C. Missed approach.
    (iii) Digital Global Positioning System (DGPS)
A. Normal.
B. With crosswind.
C. Missed approach.
    (iv) Microwave landing system (MLS).
    A. Normal.
    B. With crosswind.
    C. Missed approach.
    (v) Steep Glide Path.
    A. Normal.
    B. With crosswind.
    C. Missed approach.
(2) Visual Approach Maneuvers (if applicable, requires visual 
system).
    (a) Abnormal wing flaps/slats.
    (b) Without glide slope guidance or visual vertical flightpath 
aid (if applicable, requires visual system).
(3) Abnormal/emergency.
    (a) With standby (or minimum) electric/hydraulic power.
    (b) With longitudinal trim malfunction.
    (c) With jammed or mis-trimmed horizontal stabilizer.
    (d) With lateral-directional trim malfunction.
    (e) With worst case failure of flight control system (most 
significant degradation of the computer controlled airplane which is 
not extremely improbable).
    (f) Other flight control system failure modes as dictated by 
training program.
    (g) Land and hold short operations.
    (h) Other.

f. Missed Approach

(1) Manual.
(2) Automatic (if applicable).

g. Any Flight Phase

(1) Air conditioning.
(2) Anti-icing/deicing.
(3) Auxiliary powerplant.
(4) Communications.
(5) Electrical.
(6) Fire detection and suppression.
(7) Flaps.
(8) Flight controls (including spoiler/speedbrake).
(9) Fuel and oil.
(10) Hydraulic.
(11) Landing gear.
(12) Oxygen.
(13) Pneumatic.
(14) Propulsion System.
(15) Pressurization.
(16) Flight management and guidance systems.
(17) Automatic landing aids.
(18) Automatic pilot.
(19) Thrust management/auto-throttle.

[[Page 60416]]

(20) Flight data displays.
(21) Flight management computers.
(22) Flight director/system displays.
(23) Flight Instruments.
(24) Heads-up flight guidance system.
(25) Navigation systems.
(26) Weather radar system.
(27) Stall warning/avoidance.
(28) Stability and control augmentation.
(29) ACARS
(30) Other.

h. Engine Shutdown and Parking

(1) Systems operation.
(2) Parking brake operation.

3. FTD Systems

a. Instructor Operating Station (IOS)

(1) Power switch(es).
(2) Airplane conditions.
    (a) Gross weight, center of gravity, fuel loading and 
allocation, etc.
    (b) Airplane systems status.
    (c) Ground crew functions (e.g., external power connections, 
push back, etc.)
    (d) Other.
(3) Airports.
    (a) Selection.
    (b) Runway selection.
    (c) Preset positions (e.g. ramp, over FAF, etc.)
    (d) Other.
(4) Environmental controls.
    (a) Temperature.
    (b) Climate conditions (e.g., ice, rain, etc.).
    (c) Wind speed and direction.
    (d) Other.
(5) Airplane system malfunctions.
    (a) Insertion / deletion.
    (b) Problem clear.
    (c) Other
(6) Locks, freezes, and repositioning.
    (a) Problem (all) freeze / release.
    (b) Position (geographic) freeze / release.
    (c) Repositioning (locations, freezes, and releases).
    (d) Two times or one-half ground speed control (or other).
    (e) Other
(7) Remote IOS.
(8) Other.

b. Sound Controls. On / off / rheostat

c. Control Loading System. (as applicable) On / off / emergency 
stop.

d. Observer Stations.

    (1) Position.
    (2) Adjustments.

End QPS Requirements

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

Attachment 4 to Appendix B to Part 60--Definitions and Abbreviations

1. Definitions

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

Begin Regulatory Language (14 CFR Part 1 and Sec.  60.3)

(From Part 1--Definitions)

    Flight simulation device (FSD) means a flight simulator or a 
flight training device.
    Flight simulator means a full size replica of a specific type or 
make, model, and series aircraft cockpit. It includes the assemblage 
of equipment and computer programs necessary to represent the 
aircraft in ground and flight operations, a visual system providing 
an out-of-the-cockpit view, a system that provides cues at least 
equivalent to those of a three-degree-of-freedom motion system, and 
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 standards (QPS) for a specific 
qualification level.
    Flight training device (FTD) means a full size replica of 
aircraft instruments, equipment, panels, and controls in an open 
flight deck area or an enclosed aircraft cockpit replica. It 
includes the equipment and computer programs necessary to represent 
the aircraft or set of aircraft 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 
qualification level.

(From Part 60--Definitions)

    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.
    Flight test data. Actual aircraft performance data obtained by 
the aircraft manufacturer (or other supplier of data acceptable to 
the NSPM) during an aircraft flight test program.
    FSD Directive. A document issued by the FAA to an FSD sponsor, 
requiring a modification to the FSD due to a recognized safety-of-
flight issue and amending the qualification basis for the FSD.
    Master Qualification Test Guide (MQTG). The FAA-approved 
Qualification Test Guide with the addition of the FAA-witnessed 
test, performance, or demonstration results, applicable to each 
individual FSD.
    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 the NSPM .
    Objective test. A quantitative comparison of simulator 
performance data to actual or predicted aircraft performance data to 
ensure FSD performance is within the tolerances prescribed in the 
QPS.
    Predicted data. Aircraft performance data derived from sources 
other than direct physical measurement of, or flight tests on, the 
subject aircraft. Predicted data may include engineering analysis 
and simulation, design data, wind tunnel data, estimations or 
extrapolations based on existing flight test data, or data from 
other models.
    Qualification level. The categorization of the FSD, based on its 
demonstrated technical and operational capability as set out in the 
QPS.
    Qualification Performance Standard (QPS). The collection of 
procedures and criteria published by the FAA to be used when 
conducting objective tests and subjective tests, including general 
FSD requirements, for establishing FSD qualification levels.
    Qualification Test Guide (QTG). The primary reference document 
used for evaluating an aircraft FSD. It contains test results, 
performance or demonstration results, statements of compliance and 
capability, the configuration of the aircraft simulated, and other 
information for the evaluator to assess the FSD against the 
applicable regulatory criteria.
    Set of aircraft. Aircraft that share similar handling and 
operating characteristics and similar operating envelopes and have 
the same number and type of engines or power plants.
    Sponsor. A certificate holder who seeks or maintains FSD 
qualification and is responsible for the prescribed actions as set 
out in this part and the QPS for the appropriate FSD and 
qualification level.
    Subjective test. A qualitative comparison to determine the 
extent to which the FSD performs and handles like the aircraft being 
simulated.
    Training Program Approval Authority (TPAA). A person authorized 
by the Administrator to approve the aircraft flight training program 
in which the FSD will be used.
    Upgrade. The improvement or enhancement of an FSD for the 
purpose of achieving a higher qualification level.

End Regulatory Language (14 CFR Part 1 and Sec.  60.3)

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

Begin QPS Requirements

    1st Segment--is that portion of the takeoff profile from liftoff 
to gear retraction.
    2nd Segment--is that portion of the takeoff profile from after 
gear retraction to initial flap/slat retraction.
    3rd Segment--is that portion of the takeoff profile after flap/
slat retraction is complete.
    Airspeed--is calibrated airspeed unless otherwise specified and 
is expressed in terms of nautical miles per hour (knots).
    Altitude--is pressure altitude (meters or feet) unless specified 
otherwise.
    Automatic Testing--is FTD testing wherein all stimuli are under 
computer control.
    Bank--is the airplane attitude with respect to or around the 
longitudinal axis, or roll angle (degrees).
    Breakout--is the force required at the pilot's primary controls 
to achieve initial movement of the control position.
    Closed Loop Testing--is a test method for which the input 
stimuli are generated by controllers which drive the FTD to follow a 
pre-defined target response.
    Control Sweep--is movement of the appropriate pilot controller 
from neutral to an extreme limit in one direction (Forward, Aft, 
Right, or Left), a continuous movement back through neutral to the 
opposite extreme position, and then a return to the neutral 
position.
    Computer Controlled Airplane--is an airplane where all pilot 
inputs to the control surfaces are transferred and augmented by 
computers.
    Convertible FTD--is an FTD in which hardware and software can be 
changed so that the FTD becomes a replica of a different model, 
usually of the same type airplane. The same FTD platform, cockpit 
shell, motion system, visual system, computers, and

[[Page 60417]]

necessary peripheral equipment can thus be used in more than one 
simulation.
    Critical Engine Parameter--is the engine parameter which is the 
most accurate measure of propulsive force.
    Deadband--is the amount of movement of the input for a system 
for which there is no reaction in the output or state of the system 
observed.
    Distance--is the length of space between two points and is 
expressed in terms of nautical miles unless specified otherwise.
    Driven--is a test method where the input stimulus or variable is 
positioned by automatic means, generally a computer input.
    Free Response--is the response of the FTD after completion of a 
control input or disturbance.
    Frozen--is a test condition where one or more variables are held 
constant with time.
    FTD Approval--is the extent to which an FTD may be used by a 
certificate holder as authorized by the FAA. It takes account of 
airplane to FTD differences and the training ability of the 
organization.
    FTD Latency--is the additional time beyond that of the response 
time of the airplane due to the response of the FTD.
    Fuel used--is the amount or mass of fuel used (kilograms or 
pounds).
    Hands Off--is a test maneuver conducted or completed without 
pilot control inputs.
    Hands On--is a test maneuver conducted or completed with pilot 
control inputs as required.
    Height--is the height above ground level (or AGL) expressed in 
meters or feet.
    Integrated Testing--is testing of the FTD such that all airplane 
system models are active and contribute appropriately to the results 
where none of the models used are substituted with models or other 
algorithms intended for testing only.
    Irreversible Control System--is a control system in which 
movement of the control surface will not backdrive the pilot's 
control in the cockpit.
    Locked--is a test condition where one or more variables are held 
constant with time.
    Manual Testing--is FTD testing wherein the pilot conducts the 
test without computer inputs except for initial setup and all 
modules of the simulation are active.
    Medium--is the normal operational weight for a given flight 
segment.
    Nominal--is the normal operational weight, configuration, speed, 
etc., for the flight segment specified.
    Non-Normal Control--is a term used in reference to Computer 
Controlled Airplanes and is the state where one or more of the 
intended control, augmentation, or protection functions are not 
fully working. Note: Specific terms such as ALTERNATE, DIRECT, 
SECONDARY, BACKUP, etc., may be used to define an actual level of 
degradation.
    Normal Control--is a term used in reference to Computer 
Controlled Airplanes and is the state where the intended control, 
augmentation, and protection functions are fully working.
    Pitch--is the airplane attitude with respect to or around the 
lateral axis expressed in degrees.
    Power Lever Angle--is the angle of the pilot's primary engine 
control lever(s) in the cockpit. This may also be referred to as 
PLA, THROTTLE, or POWER LEVER.
    Protection Functions--are systems functions designed to protect 
an airplane from exceeding its flight maneuver limitations.
    Pulse Input--is a step input to a control followed by an 
immediate return to the initial position.
    Reversible Control System--is a control system in which movement 
of the control surface will backdrive the pilot's control in the 
cockpit.
    Roll--is the airplane attitude with respect to or around the 
longitudinal axis expressed in degrees.
    Sideslip--is the angular difference between the airplane heading 
and the direction of movement in the horizontal plane.
    Simulation Data--are the various types of data used by the FTD 
manufacturer and the applicant to design, manufacture, and test the 
FTD.
    Snapshot--is a presentation of one or more variables at a given 
instant of time.
    Source Data--are, for the purpose of this document, performance, 
stability and control, and other necessary test parameters 
electrically or electronically recorded in an airplane using a 
calibrated data acquisition system of sufficient resolution and 
verified as accurate by the company performing the test to establish 
a reference set of relevant parameters to which like FTD parameters 
can be compared.
    Statement of Compliance and Capability (SOC)--is a declaration 
that specific requirements have been met. It must declare that 
compliance with the requirement is achieved and explain how the 
requirement is met (e.g., gear modeling approach, coefficient of 
friction sources, etc.). It must also describe the capability of the 
FTD to meet the requirement (e.g., computer speed, visual system 
refresh rate, etc.). In doing this, the statement must provide 
references to needed sources of information for showing compliance, 
rationale to explain how the referenced material is used, 
mathematical equations and parameter values used, and conclusions 
reached.
    Step Input--is an abrupt control input held at a constant value.
    Time History--is a presentation of the change of a variable with 
respect to time.
    Training Program Approval Authority (TPAA)--is the person who 
exercises authority on behalf of the Administrator in approving the 
aircraft flight training program for the appropriate airplane in 
which the FTD will be used. This person is the principal operations 
inspector (POI) for programs approved under 14CFR parts 63, 121, 
125, or 135; or the training center program manager (TCPM) for 
programs approved under part 141 or 142.
    Transport Delay or ``Throughput''--is the total FTD system 
processing time required for an input signal from a pilot primary 
flight control until motion system, visual system, or instrument 
response. It is the overall time delay incurred from signal input 
until output response. It does not include the characteristic delay 
of the airplane simulated.
    Validation Data--are data used to determine if the FTD 
performance corresponds to that of the airplane.
    Validation Test--is a test by which FTD parameters are compared 
to the relevant validation data.
    Visual System Response Time--is the interval from a control 
input to the completion of the visual display scan of the first 
video field containing the resulting different information.
    Yaw--is airplane attitude with respect to or around the vertical 
axis expressed in degrees.

End QPS Requirements

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

2. Abbreviations

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

Begin QPS Requirements

AFM--Approved Flight Manual.
AGL--Above Ground Level (meters or feet).
AOA--Angle of Attack (degrees).
APD--Aircrew Program Designee.
CCA--Computer Controlled Airplane.
cd/m \2\--candela/meter \2\, 3.4263 candela/m \2\ = 1 ft-Lambert.
CFR--Code of Federal Regulations.
cm(s)--centimeter, centimeters.
daN--decaNewtons, one (1) decaNewton = 2.27 pounds.
deg(s)--degree, degrees.
DOF--Degrees-of-freedom
EPR--Engine Pressure Ratio.
FAA--Federal Aviation Administration (U.S.).
fpm--feet per minute.
ft--foot/feet, 1 foot = 0.304801 meters.
ft-Lambert--foot-Lambert, 1 ft-Lambert = 3.4263 candela/m \2\.
g--Acceleration due to Gravity (meters or feet/sec \2\); 1g = 9.81 
m/sec \2\ or 32.2 feet/sec \2\.
G/S--Glideslope.
IATA--International Airline Transport Association.
ICAO--International Civil Aviation Organization.
ILS--Instrument Landing System.
IQTG--International Qualification Test Guide.
km--Kilometers 1 km = 0.62137 Statute Miles.
kPa--KiloPascal (Kilo Newton/Meters2). 1 psi = 6.89476 kPa.
Kt--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.
M,m--Meters, 1 Meter = 3.28083 feet.
Min(s)--Minute, minutes.
MLG--Main Landing Gear.
Mpa--MegaPascals (1 psi = 6894.76 pascals).
ms--millisecond(s).
N--NORMAL CONTROL Used in reference to Computer Controlled 
Airplanes.
N1--Low Pressure Rotor revolutions per minute, expressed in percent 
of maximum.
N2--High Pressure Rotor revolutions per minute, expressed in percent 
of maximum.

[[Page 60418]]

N3--High Pressure Rotor revolutions per minute, expressed in percent 
of maximum.
nm--Nautical Mile(s) 1 Nautical Mile = 6,080 feet.
NN--NON-NORMAL CONTROL Used in reference to Computer Controlled 
Airplanes.
NWA--Nosewheel Angle (degrees).
PAPI--Precision Approach Path Indicator System.
Pf--Impact or Feel Pressure, often expressed as ``q.''.
PLA--Power Lever Angle.
PLF--Power for Level Flight.
psi--pounds per square inch.
QPS--Qualification Performance Standard.
RAE--Royal Aerospace Establishment.
R/C--Rate of Climb (meters/sec or feet/min).
R/D--Rate of Descent (meters/sec or feet/min).
REIL--Runway End Identifier Lights.
RVR--Runway Visual Range (meters or feet).
s--second(s).
sec(s)--second, seconds.
sm--Statute Mile(s) 1 Statute Mile = 5,280 feet.
SOC--Statement of Compliance and Capability.
Tf--Total time of the flare maneuver duration.
Ti--Total time from initial throttle movement until a 10% response 
of a critical engine parameter.
TIR--Type Inspection Report.
T/O--Takeoff.
Tt--Total time from Ti to a 90% increase or decrease in the power 
level specified.
VASI--Visual Approach Slope Indicator System.
VGS--Visual Ground Segment.
V1--Decision speed
V R--Rotation speed
V2--Takeoff Safety Speed
Vmc--Minimum Control Speed.
Vmca--Minimum Control Speed in the air.
Vmcg--Minimum Control Speed on the ground.
Vmcl--Minimum Control Speed--Landing.
Vmu--The speed at which the last main landing gear leaves the 
ground.
Vs--Stall Speed or minimum speed in the stall.
WAT--Weight, Altitude, Temperature.

End QPS Requirements

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

Attachment 5 to Appendix B to Part 60--Sample Documents

Begin Information

Table of Contents

Title of Sample

Figure 1. Sample Letter of Request
Figure 2. Sample Qualification Test Guide Cover Page
Figure 3. Sample FTD Information Page
Figure 4. Sample Statement of Qualification
Figure 4A. Sample Statement of Qualification; Configuration List
Figure 4B. Sample Statement of Qualification; Qualified/Non-
Qualified Tasks
Figure 5. Sample Recurrent Evaluation Requirements Page
Figure 6. Sample Request for Initial, Upgrade, or Reinstatement 
Evaluation Date
Figure 7. Sample MQTG Index of Effective FSD Directives
BILLING CODE 4910-13-P

[[Page 60419]]

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[[Page 60420]]


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[[Page 60421]]


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[[Page 60422]]


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[[Page 60423]]


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[[Page 60424]]


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[[Page 60425]]


[GRAPHIC] [TIFF OMITTED] TP25SE02.036


[[Page 60426]]


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[[Page 60427]]


[GRAPHIC] [TIFF OMITTED] TP25SE02.038


[[Page 60428]]


[GRAPHIC] [TIFF OMITTED] TP25SE02.039


[[Page 60429]]


[GRAPHIC] [TIFF OMITTED] TP25SE02.040


[[Page 60430]]


[GRAPHIC] [TIFF OMITTED] TP25SE02.041

BILLING CODE 4910-13-C

Attachment 6 to Appendix B to Part 60-- Record of FSD Directives

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

Begin QPS Requirements

    When the FAA determines that modification of an FTD is necessary 
for safety reasons, all affected FTDs must be modified accordingly, 
regardless of the original qualification standards applicable to any 
specific FTD.
    a. A copy of the notification to the sponsor from the TPAA or 
NSPM that a modification is necessary will be filed in and 
maintained as part of this attachment.
    b. The effective FSD Directives, including the date of the 
directive, the direction to make these changes, and the date of 
completion of any resulting modification must be maintained in a 
separate section of the MQTG and index accordingly. The MQTG must 
also be updated to include the information described in Sec.  
60.15(b)(4) as may be appropriate as a result of the FSD Directive. 
See Attachment 5, Figure 7, of this appendix for a sample Index of 
Effective FSD Directives.

End QPS Requirements

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

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

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

Begin Information

    This appendix establishes the standards for Helicopter Flight 
Simulator evaluation and qualification. The Flight Standards 
Service, National Simulator Program (NSP) staff, under the direction 
of the NSP Manager (NSPM), is responsible for the development, 
application, and interpretation of the standards contained within 
this appendix.
    The procedures and criteria specified in this document will be 
used by the NSPM, or a person or persons assigned by the NSPM (e.g., 
FAA pilots and/or FAA aeronautical engineers, assigned to and 
trained under the direction of the NSP--referred to as NSP pilots or 
NSP engineers, other FAA personnel, etc.) when conducting helicopter 
flight simulator evaluations.

Table of Contents

1. Introduction.
2. Definitions.
3. Related Reading References.
4. Background.
5. Quality Assurance Program.
6. Sponsor Qualification Requirements.
7. Additional Responsibilities of the Sponsor.
8. Simulator Use.
9. Simulator Objective Data Requirements.
10. Special Equipment and Personnel Requirements for Qualification 
of the Simulator.
11. Initial (and Upgrade) Qualification Requirements.
12. Additional Qualifications for a Currently Qualified Simulator.
13. Previously Qualified Simulators.
14. Inspection, Maintenance, and Recurrent Evaluation Requirements.
15. Logging Simulator Discrepancies.
16. [Reserved]
17. Modifications to Simulators.
18. Operations With Missing, Malfunctioning, or Inoperative 
Components.
19. Automatic Loss of Qualification and Procedures for Restoration 
of Qualification.
20. Other Losses of Qualification and Procedures for Restoration of 
Qualification.
21. Recordkeeping and Reporting.
22. Applications, Logbooks, Reports, and Records: Fraud, 
Falsification, or Incorrect Statements.
23. [Reserved]
24. [Reserved]
25. [Reserved]
Attachment 1 to Appendix C to Part 60--General Simulator 
Requirements.
Attachment 2 to Appendix C to Part 60--Simulator Objective Tests.

[[Page 60431]]

Attachment 3 to Appendix C to Part 60--Simulator Subjective Tests.
Attachment 4 to Appendix C to Part 60--Definitions and 
Abbreviations.
Attachment 5 to Appendix C to Part 60--Sample Documents.
Attachment 6 to Appendix C to Part 60--Record of FSD Directives.

1. Introduction

    a. This appendix contains background information as well as 
information that is either directive or guiding in nature. 
Information considered directive is described in this document in 
terms such as ``will,'' ``shall,'' and ``must,'' and means that the 
actions are mandatory. Guidance information is described in terms 
such as ``should,'' or ``may,'' and indicate actions that are 
desirable, permissive, or not mandatory and provide for flexibility.
    b. To assist the reader in determining what areas are directive 
or required and what areas are guiding or permissive--
    (1) The text in this appendix is contained within sections, 
separated by horizontal lines; headings associated with these 
horizontal lines will indicated that a particular section begins or 
ends. All of the text falls into one of three sections: a direct 
quote or a paraphrasing of the Part 60 rule language; additional 
requirements that are also regulatory but are found only in this 
appendix; and advisory or informative material.
    (2) The text presented between horizontal lines beginning with 
the heading ``Begin Rule Language'' and ending with the heading 
``End Rule Language,'' is a direct quote or is paraphrased from Part 
60 of the regulations. For example: the rule uses the terms ``flight 
simulation device (FSD)'' and ``aircraft;'' however, in this 
appendix the rule is paraphrased and the term ``simulator'' is used 
instead of FSD, and ``airplane'' is used instead of aircraft. 
Additionally, the rule uses the terms ``this part'' and 
``appropriate QPS;'' however, in this appendix the rule is 
paraphrased and the terms ``Part 60'' and ``this appendix,'' 
respectively, are used instead. (Definitions are not paraphrased or 
modified in any way.) For ease of referral, the Part 60 reference is 
noted at the beginning and the end of the bordered area.
    (3) The text presented between horizontal lines beginning with 
the heading ``Begin QPS Requirements'' and ending with the heading 
``End QPS Requirements,'' is also regulatory but is found only in 
this appendix.
    (4) The text presented between horizontal lines beginning with 
the heading ``Begin Information'' and ending with the heading ``End 
Information,'' is advisory or informative.
    (5) The tables in this appendix have rows across the top of each 
table--
    (a) The data presented in columns under the heading ``QPS 
REQUIREMENTS'' is regulatory but is found only in this appendix.
    (b) The data presented in columns under the heading 
``INFORMATION'' is advisory or informative.

    Important Note: While this appendix contains quotes and 
paraphrasing directly from the rule, the reader is cautioned not to 
rely solely on this appendix for regulatory requirements regarding 
flight simulators. For regulatory references for airplane flight 
simulators, the reader is referred to paragraphs 3.a through h of 
this appendix.

    c. Questions regarding the contents of this publication should 
be sent to: U.S. Department of Transportation, Federal Aviation 
Administration, Flight Standards Service, National Simulator Program 
Staff, AFS-205, PO Box 20636 Atlanta, Georgia 30320. Telephone 
contact numbers are: phone, 404-305-6100; fax, 404-305-6118. The 
National Simulator Program Internet Web Site address is: 
www.faa.gov/nsp. On this Web Site you will find an NSP personnel 
list with contact information, a list of qualified flight simulation 
devices, advisory circulars, a description of the qualification 
process, NSP policy, and an NSP ``In-Works'' section. Also linked 
from this site are additional information sources, handbook 
bulletins, frequently asked questions, a listing and text of the 
Federal Aviation Regulations, Flight Standards Inspector's 
handbooks, and other FAA links.
    d. The NSPM encourages the use of electronic media for 
communication and the gathering, storage, presentation, or 
transmission of any record, report, request, test, or statement 
required by this QPS provided the media used has adequate provision 
for security and is acceptable to the NSPM. The NSPM recommends 
inquiries on system compatibility prior to any such activity. 
Minimum System requirements may be found on the NSP Web site.

End Information

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

2. Definitions

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

Begin Information

    See Attachment 4 of this appendix for a list of definitions and 
abbreviations. Attachment 4 of this appendix contains definitions 
directly quoted from 14 CFR Part 1 or Part 60, contained within a 
bordered area with Red-colored left hand columns, indicating they 
are quoted from 14 CFR Part 1 or Part 60 and are regulatory. 
Additional definitions and abbreviations used in reading and 
understanding this document are contained within bordered areas with 
Blue-colored left hand columns, indicating they are also regulatory 
but appear only within this document. For purposes of accuracy, the 
definitions listed are directly quoted, and are not paraphrased.

End Information

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

3. Related Reading References

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

Begin Information

    a. 14 CFR part 60.
    b. 14 CFR part 61.
    c. 14 CFR part 63.
    d. 14 CFR part 121.
    e. 14 CFR part 125.
    f. 14 CFR part 135.
    g. 14 CFR part 141.
    h. 14 CFR part 142.
    i. Advisory Circular (AC) 120-28C, Criteria for Approval of 
Category III Landing Weather Minima.
    j. AC 120-29, Criteria for Approving Category I and Category II 
Landing Minima for part 121 operators.
    k. AC 120-35B, Line Operational Simulations: Line-Oriented 
Flight Training, Special Purpose Operational Training, Line 
Operational Evaluation.
    l. AC 120-41, Criteria for Operational Approval of Airborne Wind 
Shear Alerting and Flight Guidance Systems.
    m. AC 120-57A, Surface Movement Guidance and Control System 
(SMGS).
    n. AC 150/5300-13, Airport Design.
    o. AC 150/5340-1G, Standards for Airport Markings.
    p. AC 150/5340-4C, Installation Details for Runway Centerline 
Touchdown Zone Lighting Systems.
    q. AC 150/5340-19, Taxiway Centerline Lighting System.
    r. AC 150/5340-24, Runway and Taxiway Edge Lighting System.
    s. AC 150/5345-28D, Precision Approach Path Indicator (PAPI) 
Systems.
    t. International Air Transport Association document, ``Flight 
Simulator Design and Performance Data Requirements,'' Fifth Edition 
(1996).
    u. AC 29-2B, Flight Test Guide for Certification of Transport 
Category Rotorcraft.
    v. AC 27-1A, Flight Test Guide for Certification of Normal 
Category Rotorcraft.
    x. International Civil Aviation Organization (ICAO) Manual of 
Criteria for the Qualification of Flight Simulators, First Edition, 
1994 Doc 9625-AN/938.
    y. Airplane Flight Simulator Evaluation Handbook, Volume I 
(February, 1995) and Volume II (July, 1996), The Royal Aeronautical 
Society, London, UK.
    z. FAA Publication FAA-S-8081 series (Practical Test Standards 
for Airline Transport Pilot Certificate, Type Ratings, Commercial 
Pilot, and Instrument Ratings).

End Information

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

4. Background

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

Begin Information

    a. The FAA has been involved in flight simulator evaluation and 
approval for well over three decades. As far back as 1954, air 
carriers were allowed to perform limited proficiency check maneuvers 
in airplane simulators. Credit for the use of these devices was 
hampered by the state of the technology available in early simulator 
development. More recently, however, rapid technological advances 
have permitted and encouraged the expanded use of flight simulators 
in the training and checking of flightcrew members. In addition, the 
complexity, operating costs, and operating environment of modern 
aircraft have lead to the increasing use of advancing simulator 
technology. Extensive experience has proven that modern simulators 
can provide more in-depth training than can be accomplished in the 
aircraft as well as provide a very high transfer of learning and 
behavior from the simulator

[[Page 60432]]

to the aircraft. Additionally, their use, in lieu of aircraft, 
results in safer flight training and cost reductions for the 
operators, while achieving fuel conservation and a significant 
reduction in environmental impact.
    b. In recognition of expanding flight simulator capabilities, as 
technology has progressed, regulatory revisions have been developed 
to permit the increased use of airplane simulators in approved 
training programs. However, the helicopter simulators in use today, 
in large part, have been evaluated and approved on a case-by-case 
basis. Previously, those persons using helicopter simulators had 
received credit for training or checking only through exemption to 
the regulations. While this situation is changing, the regulations 
regarding the use of helicopter simulators have not kept pace with 
their airplane counterparts--and has resulted in rather limited use 
of helicopter simulators to meet regulatory required training, 
testing, or checking activities.
    c. The same factors that have led to the widespread use and 
acceptance of airplane simulators, such as technological 
advancements, aircraft complexity, operating cost, operating 
environment, enhanced training, safety, environmental impact, etc. 
have recently spurred a dramatic increase in interest in helicopter 
simulators. The FAA anticipates that the use of helicopter 
simulators will expand rapidly and that applicable regulations will 
be amended to extend formal credit to the use of these simulators in 
FAA-approved flight training programs.
    d. For information purposes, the following is a chronological 
listing of the documents preceding this document that have addressed 
the qualification criteria for helicopter simulator evaluation and 
qualification by the FAA, including the effective dates of those 
documents:

AC 120-63--10/11/94 to (date TBD)

End Information

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

5. Quality Assurance Program

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

Begin Rule Language (Sec.  60.5)

    a. After [date 6 months after the effective date of the final 
rule], no sponsor may use or allow the use of or offer the use of a 
simulator for flightcrew member training or evaluation or for 
obtaining flight experience to meet any requirement of this chapter 
unless the sponsor has established and follows a quality assurance 
(QA) program, acceptable to the NSPM, for the continuing 
surveillance and analysis of the sponsor's performance and 
effectiveness in providing a satisfactory simulator for use on a 
regular basis as described in the appropriate QPS.
    b. The QA program must provide a process for identifying 
deficiencies in the program and for documenting how the program will 
be changed to address these deficiencies.
    c. Whenever the NSPM finds that the QA program does not 
adequately address the procedures necessary to meet the requirements 
of this part, the sponsor must, after notification by the NSPM, 
change the program so the procedures meet the requirements of this 
part.
    d. Each sponsor of a simulator must identify to the NSPM and to 
the TPAA, by name, one individual, who is an employee of the 
sponsor, to be the management representative (MR) and the primary 
contact point for all matters between the sponsor and the FAA 
regarding the qualification of that simulator as provided for in 
this part.

End Rule Language (Sec.  60.5)

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

Begin QPS Requirements

    e. The Director of Operations for a Part 119 certificate holder, 
the Chief Instructor for a Part 141 certificate holder, or the 
equivalent for a Part 142 or Flight Engineer School sponsor, must 
designate a management representative who has the responsibility and 
authority to establish and modify the sponsor's policies, practices, 
and procedures regarding the QA program for the recurring 
qualification of, and the day-to-day use of, each simulator.
    f. An acceptable Quality Assurance (QA) Program must contain a 
complete, accurate, and clearly defined written description of and/
or procedures for--
    (1) The method used by management to communicate the importance 
of meeting the regulatory standards contained in Part 60 and this 
QPS and the importance of establishing and meeting the requirements 
of a QA Program as defined in this paragraph f.
    (2) The method(s) used by management to determine that the 
regulatory standards and the QA program requirements are being met, 
and if or when not met, what actions are taken to correct the 
deficiency and prevent its recurrence.
    (3) The method used by management to determine that the sponsor 
is, on a timely and regular basis, presenting a qualified simulator.
    (4) The criteria for and a definition or description of the 
workmanship expected for normal upkeep, repair, parts replacement, 
modification, etc., on the simulator and how, when, and by whom such 
workmanship is determined to be satisfactorily accomplished.
    (5) The method used to maintain and control appropriate 
technical and reference documents, appropriate training records, and 
other documents for--
    (a) continuing simulator qualification; and
    (b) the QA program.
    (6) The criteria the sponsor uses (e.g., training, experience, 
etc.) to determine who may be assigned to duties of inspection, 
testing, and maintenance (preventive and corrective) on simulators.
    (7) The method used to track inspection, testing, and 
maintenance (preventive and corrective) on each simulator.
    (8) The method used by the sponsor to inform the TPAA in advance 
of each scheduled NSPM-conducted evaluation and after the 
completion, the results of each such evaluation.
    (9) The method used to ensure that instructors, check airmen, 
and those who conduct the daily preflight, are capable of 
determining what circumstance(s) constitute(s) a discrepancy 
regarding the simulator and its operation.
    (10) The method used to ensure that instructors, check airmen, 
and those who conduct the daily preflight, record in the simulator 
discrepancy log each simulator discrepancy and each missing, 
malfunctioning, or inoperative simulator component.
    (11) The method used to ensure that instructors and check airmen 
are completely and accurately logging the number of disruptions and 
time not available for training, testing, checking, or for obtaining 
flight experience during a scheduled simulator use-period, including 
the cause(s) of the disruption.
    (12) The method used by the sponsor to notify users of the 
simulator of missing, malfunctioning, or inoperative components that 
restrict the use of the simulator.
    (13) The method of recording NSPM-conducted evaluations and 
other inspections (e.g., daily preflight inspections, NASIP 
inspections, sponsor conducted quarterly inspections, etc.), 
including the evaluation or inspection date, test results, 
discrepancies and recommendations, and all corrective actions taken.
    (14) The method for ensuring that the simulator is configured 
the way the helicopter it represents is configured and that if the 
configuration is authorized to be changed that the newly configured 
system(s) function(s) correctly.
    (15) The method(s) for:
    (a) determining whether or not proposed modifications of the 
helicopter will affect the performance, handling, or other functions 
or characteristics of the helicopter; and
    (b) determining whether or not proposed modifications of the 
simulator will affect the performance, handling, or other functions 
or characteristics of the simulator;
    (c) coordinating and communicating items 5.f.(15)(a) and (b) of 
this appendix, as appropriate, with the sponsor's training 
organization, other users (e.g., lease or service contract users), 
the TPAA, and the NSPM.
    (16) How information found in the discrepancy log is used to 
correct discrepancies and how this information is used to review 
and, if necessary, modify existing procedures for simulator 
maintenance.
    (17) The method for how and when software or hardware 
modifications are accomplished and tracked, documenting all changes 
made from the initial submission.
    (18) The method used for determining that the simulator meets 
appropriate standards each day that it is used.
    (19) The method for acquiring independent feedback regarding 
simulator operation (from persons recently completing training, 
evaluation, or obtaining flight experience; instructors and check 
airmen using the simulator for training, evaluation or flight 
experience sessions; and simulator technicians and maintenance 
personnel) including a description of the process for addressing 
these comments.
    (20) How devices used to test, measure, and monitor correct 
simulator operation are calibrated and adjusted for accuracy, 
including traceability of that accuracy to a recognized standard, 
and how these devices are maintained in good operating condition.
    (21) How, by whom, and how frequently internal audits of the QA 
program are

[[Page 60433]]

conducted and where and how the results of such audits are 
maintained and reported to Responsible Management, the NSPM, and the 
TPAA.

End QPS Requirements

-----------------------------------------------------------------------
    g. Additional Information.

Begin Information

    (1) In addition to specifically designated QA evaluations, the 
NSPM will evaluate the sponsor's QA program as part of regularly 
scheduled recurrent simulator evaluations and no-notice simulator 
evaluations, focusing in large part on the effectiveness and 
viability of the QA program and its contribution to the overall 
capability of the simulator to meeting the requirements of this 
part.
    (2) The sponsor, through the MR, may delegate duties associated 
with maintaining the qualification of the simulator (e.g., 
corrective and preventive maintenance, scheduling for and the 
conducting of tests and/or inspections, functional preflight checks, 
etc.) but retains the responsibility and authority for the initial 
and day-to-day qualification and quality of the simulator. One 
person may serve in this capacity for more than one simulator, but 
one simulator would not have more than one person serving in this 
capacity.
    (3) Should a sponsor include a ``foreign simulator'' (i.e., one 
maintained by a non-US certificate holder) under their sponsorship, 
the sponsor remains responsible for the QA program for that 
simulator. However, if that foreign simulator is maintained under a 
QA program accepted by that foreign regulatory authority and that 
authority and the NSPM have agreed to accept each other's QA 
programs (e.g., the Joint Aviation Authorities, JAA, of Europe), the 
sponsor will be required only to perform an ``external audit'' of 
the non-US certificate holder's compliance with the accepted foreign 
QA program, with the results of that audit submitted to and accepted 
by the NSPM.

End Information

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

6. Sponsor Qualification Requirements

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

Begin Rule Language (Sec.  60.7)

    a. A person is eligible to apply to be a sponsor of a simulator 
if the following conditions are met:
    (1) The person holds, or is an applicant for, a certificate 
under part 119, 141, or 142 of this chapter; or holds, or is an 
applicant for, an approved flight engineer course in accordance with 
part 63 of this chapter.
    (2) The simulator will be used, or will be offered for use, in 
the sponsor's FAA-approved flight training program for the 
helicopter being simulated as evidenced in a request for evaluation 
submitted to the NSPM through the TPAA.
    b. A person is a sponsor of the simulator if the following 
conditions are met:
    (1) The person is a certificate holder under part 119, 141, or 
142 of this chapter or has an approved flight engineer course in 
accordance with part 63 of this chapter.
    (2) The person has operations specifications authorizing the use 
of the helicopter type being simulated by the simulator or has 
training specifications or a course of training authorizing the use 
of a simulator for that helicopter type.
    (3) The person has an approved quality assurance program in 
accordance with Sec.  60.5.
    (4) The NSPM has approved the person as the sponsor of the 
simulator and that approval has not been withdrawn by the FAA.
    c. A person continues to be a sponsor of a simulator, if the 
following conditions are met:
    (1) Beginning 12 calendar months after the initial qualification 
and every 12 calendar months thereafter, the simulator must have 
been used within the sponsor's FAA-approved flight training program 
for the helicopter type for a minimum of 600 hours.
    (2) The use of the simulator described in paragraph (c)(1) of 
this section must be dedicated to meeting the requirements of parts 
61, 63, 91, 121, or 135 of this chapter.
    (3) If the use requirements of paragraphs (c)(1) and (2) of this 
section are not met, the person will continue to sponsor the 
simulator on a provisional basis for a period not longer than 12 
calendar months; and--
    (i) If the simulator is used as described in paragraphs (c)(1) 
and (2) of this section within this additional 12 calendar month 
period, the provisional status will be removed and regular 
sponsorship resumed; or
    (ii) If the simulator is not used as described in paragraphs 
(c)(1) and (2) of this section within the additional 12 calendar 
month period, the simulator is not qualified and the sponsor will 
not be eligible to apply to sponsor that simulator for at least 12 
calendar months.

End Rule Language (Sec.  60.7)

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

7. Additional Responsibilities of the Sponsor

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

Begin Rule Language (Sec.  60.9)

    a. The sponsor must not allow the simulator to be used for 
flightcrew member training or evaluation or for attaining flight 
experience for the flightcrew member to meet any of the requirements 
under this chapter unless the sponsor, upon request, allows the NSPM 
to inspect immediately the simulator, including all records and 
documents relating to the simulator, to determine its compliance 
with this part.
    b. The sponsor must, for each simulator--
    (1) Establish a mechanism for the following persons to provide 
comments regarding the simulator and its operation and provide for 
receipt of those comments:
    (i) Flightcrew members recently completing training or 
evaluation or recently obtaining flight experience in the simulator;
    (ii) Instructors and check airmen using the simulator for 
training, evaluation, or flight experience sessions; and
    (iii) Simulator technicians and maintenance personnel performing 
work on the simulator.
    (2) Examine each comment received under paragraph (b)(1) of this 
section for content and importance and take appropriate action.
    (3) Maintain a liaison with the manufacturer of the helicopter 
being simulated by the simulator to facilitate compliance with Sec.  
60.13(f) when necessary.
    (4) Post in or adjacent to the simulator the Statement of 
Qualification issued by the NSPM.

End Rule Language (Sec.  60.9)

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

8. Simulator Use

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

Begin Rule Language (Sec.  60.11)

    No person may use or allow the use of or offer the use of a 
simulator for meeting training, evaluation, or flight experience 
requirements of this chapter for flightcrew member certification or 
qualification unless, in accordance with the QPS for the specific 
device--
    a. It has a single sponsor who is qualified under Sec.  60.9. 
The sponsor may arrange with another person for services of document 
preparation and presentation, as well as simulator inspection, 
maintenance, repair, and servicing; however, the sponsor remains 
responsible for ensuring that these functions are conducted in a 
manner and with a result of continually meeting the requirements of 
this part.
    b. It is qualified as described in the Statement of 
Qualification that is required to be posted pursuant to Sec.  
60.9(b)(4)--
    (1) For the make, model, and series of helicopter; and
    (2) For all tasks and configurations.
    c. It remains qualified, through satisfactory inspection, 
recurrent evaluations, appropriate maintenance, and use requirements 
in accordance with this part and the appropriate QPS.
    d. Its software and active programming used during the training, 
evaluation, or flight experience is the same as the software and 
active programming that was evaluated by the NSPM.

End Rule Language (Sec.  60.11)

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

Begin QPS Requirements

    e. Only those simulators that are used by a certificate holder 
(as defined for use in Part 60 and this QPS) will be evaluated by 
the NSPM. However, other simulator evaluations may be conducted on a 
case-by-case basis as the Administrator deems appropriate, but only 
in accordance with applicable agreements.

End QPS Requirements

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

Begin Information

    f. Each simulator must be evaluated as completely as possible. 
To ensure a thorough and uniform evaluation, each simulator is 
subjected to the performance demonstrations in attachment 1, the 
objective tests listed in attachment 2, and the subjective tests 
listed in attachment 3 of this appendix. The evaluation(s) described 
in this paragraph f

[[Page 60434]]

will include, but not necessarily be limited to the following, as 
appropriate, for the qualification level of the simulator.
    (1) Aerodynamic responses, including control responses in the 
longitudinal, lateral-directional, and vertical directions; as well 
as low airspeed responses (see attachment 2 of this appendix);
    (2) Performance in authorized portions of the simulated 
helicopter's operating envelope, to include tasks suitable to the 
NSPM in the areas of ground operations, takeoff, climb, cruise, 
descent, approach, landing, hover (if appropriate), and vertical 
climb, as well as abnormal and emergency operations (see paragraph 
23 and attachment 2 of this appendix);
    (3) Control checks (see attachment 1 and attachment 2 of this 
appendix);
    (4) Cockpit configuration (see attachment 1 of this appendix);
    (5) Pilot 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) Simulator 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 
complexity of the simulator 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.
    g. The NSPM administers the objective and subjective tests, 
which includes an examination of functions. The tests include a 
qualitative assessment of the simulator 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 are used to compare simulator and helicopter 
data objectively to ensure that the simulator performance and 
handling qualities are within specified tolerances.
    (2) Subjective tests provide a basis for:
    (a) Evaluating the capability of the simulator to perform over a 
typical utilization period;
    (b) Determining that the simulator satisfactorily meets the 
appropriate training/testing/checking objectives and competently 
simulates each required maneuver, procedure, or task; and
    (c) Verifying correct operation of the simulator controls, 
instruments, and systems.
    h. The tolerances for the test parameters listed in attachment 2 
of this appendix are the maximum acceptable to the NSPM for 
simulator validation and are not to be confused with design 
tolerances specified for simulator 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.
    i. In addition to the scheduled recurrent evaluation (see 
paragraph 14 of this appendix), each simulator is subject to 
evaluations conducted by the NSPM at any time with no prior 
notification to the sponsor. Such evaluations would be accomplished 
in a normal manner (i.e., requiring exclusive use of the simulator 
for the conduct of objective and subjective tests and an examination 
of functions) if the simulator is not being used for flightcrew 
member training, testing, or checking. However, if the simulator 
were being used, the evaluation would be conducted in a non-
exclusive manner. This non-exclusive evaluation will be conducted by 
the simulator evaluator accompanying the check airman, instructor, 
Aircrew Program Designee (APD), or FAA inspector aboard the 
simulator along with the student(s) and observing the operation of 
the simulator during the training, testing, or checking activities. 
While the intent is to observe the operation and interaction of the 
device and not the check airman, instructor, APD, FAA inspector, or 
student(s), the simulator evaluator is a qualified FAA operations 
inspector and must, without question, report any obvious lack of 
proficiency to the appropriate POI or TCPM.

End Information

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

9. Simulator Objective Data Requirements

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

Begin Rule Language (Sec.  60.13)

    a. Except as provided in paragraph (b) and (c) of this section, 
for the purposes of validating simulator performance and handling 
qualities during evaluation for qualification, the sponsor must 
submit the helicopter manufacturer's flight test data to the NSPM.
    b. The sponsor may submit flight test data from a source in 
addition to or independent of the helicopter manufacturer's data to 
the NSPM in support of a simulator qualification, but only if this 
data is gathered and developed by that source in accordance with 
flight test methods, including a flight test plan, as described in 
the appropriate QPS.
    c. The sponsor may submit alternative data acceptable to the 
NSPM for consideration, approval and possible use in particular 
applications for simulator qualification.
    d. Data or other material or elements must be submitted in a 
form and manner acceptable to the NSPM.
    e. The NSPM may require additional flight testing to support 
certain simulator qualification requirements.
    f. When a simulator sponsor learns, or is advised by a 
helicopter manufacturer or supplemental type certificate (STC) 
holder, that an addition to, an amendment to, or a revision of the 
data used to program and operate a simulator used in the sponsor's 
training program is available, the sponsor must immediately notify 
the NSPM.

End Rule Language (Sec.  60.13)

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

Begin QPS Requirements

    g. Flight test data used to validate simulator performance and 
handling qualities must have been gathered in accordance with a 
flight test program containing the following:
    (1) A flight test plan, that contains:
    (a) The required maneuvers and procedures.
    (b) For each maneuver or procedure--
    (i) The procedures and control input the flight test pilot and/
or engineer are to use.
    (ii) The atmospheric and environmental conditions.
    (iii) The initial flight conditions.
    (iv) The helicopter configuration, including weight and center 
of gravity.
    (v) The data that is to be gathered.
    (vi) Any other appropriate factors.
    (2) Appropriately qualified flight test personnel.
    (3) An understanding of the accuracy of the data to be gathered.
    (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.
    (5) Calibration of data acquisition equipment and helicopter 
performance instrumentation must be current and traceable to a 
recognized standard.
    h. The data presented, regardless of source, must be presented:
    (1) in a format that supports the flight simulator 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 of this appendix.
    (4) with any necessary guidance information provided; and
    (5) without alteration, adjustments, or bias; however the data 
may be re-scaled, digitized, or otherwise manipulated to fit the 
desired presentation.
    i. After completion of any additional flight test, a flight test 
report must be submitted in support of the objective data. The 
report must contain sufficient data and rationale to support 
qualification of the simulator at the level requested.

End QPS Requirements

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

Begin Information

    j. Any necessary data and the flight test plan should be 
reviewed with the NSP staff well in advance of commencing the flight 
test.

End Information

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

10. Special Equipment and Personnel Requirements for Qualification of 
the Simulator

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

[[Page 60435]]

Begin Rule Language (Sec.  60.14)

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

End Rule Language (Sec.  60.14)

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

Begin Information

    b. Examples of a special evaluation would be an evaluation 
conducted at the request of the TPAA or as a result of comments 
received from users of the simulator that, upon analysis and 
confirmation, might cause a question as to the continued 
qualification or use of the simulator.
    c. The NSPM will notify the sponsor at least 24 hours in advance 
of the evaluation if special equipment or personnel will be required 
to conduct the evaluation. Examples of special equipment include 
spot photometers, flight control measurement devices, sound 
analyzer, etc. Examples of special personnel would be those 
specifically qualified to install or use any special equipment when 
its use is required.

End Information

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

11. Initial (and Upgrade) Qualification Requirements

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

Begin Rule Language (Sec.  60.15)

    a. For each simulator, the sponsor must submit a request through 
the TPAA to have the NSPM evaluate the simulator for initial 
qualification at a specific level. The request must be submitted in 
the form and manner described in the appropriate QPS.
    b. The request must include all of the following:
    (1) A statement that the simulator meets all of the applicable 
provisions of this part.
    (2) A statement that the sponsor has established a procedure to 
verify that the configuration of hardware and software present 
during the evaluation for initial qualification will be maintained, 
except where modified as authorized in Sec.  60.23. The statement 
must include a description of the procedure.
    (3) A statement signed by at least one pilot who meets the 
requirements of paragraph (c) of this section asserting that each 
pilot so approved has determined that the following requirements 
have been met:
    (i) The simulator systems and sub-systems function equivalently 
to those in the helicopter.
    (ii) The performance and flying qualities of the simulator are 
equivalent to those of the helicopter.
    (iii) The cockpit configuration conforms to the configuration of 
the helicopter make, model, and series being simulated.
    (4) A list of all of the operations tasks or simulator systems 
in the subjective test appendix of the appropriate QPS for which the 
simulator has not been subjectively tested (e.g., circling 
approaches, windshear training, etc.) and for which qualification is 
not sought.
    (5) A qualification test guide (QTG) that includes all of the 
following:
    (i) Objective data obtained from helicopter testing or another 
approved source.
    (ii) Correlating objective test results obtained from the 
performance of the simulator as prescribed in the appropriate QPS.
    (iii) The general simulator performance or demonstration results 
prescribed in the appropriate QPS.
    (iv) A description of the equipment necessary to perform the 
evaluation for initial qualification and the recurrent evaluations 
for continuing qualification.
    c. The pilot or pilots who make the statement required by 
paragraph (b)(3) of this section must--
    (1) Be designated by the sponsor;
    (2) Be approved by the TPAA; and
    (3) Be qualified in--
    (i) The helicopter being simulated; or
    (ii) For helicopter types not yet issued a type certificate, a 
helicoptertype similar in size and configuration.
    d. The subjective tests that form the basis for the statements 
described in paragraph (b)(3) of this section and the objective 
tests referenced in paragraph (b)(5) of this section must be 
accomplished at the sponsor's training facility except as provided 
for in the appropriate QPS.
    e. The person seeking to qualify the simulator must provide the 
NSPM access to the simulator for the length of time necessary for 
the NSPM to complete the required evaluation of the simulator for 
initial qualification, which includes the conduct and evaluation of 
objective and subjective tests, including general simulator 
requirements, as described in the appropriate QPS, to determine that 
the simulator meets the standards in that QPS.
    f. When the simulator passes an evaluation for initial 
qualification, the NSPM issues a Statement of Qualification that 
includes all of the following:
    (1) Identification of the sponsor.
    (2) Identification of the make, model, and series of the 
helicopter being simulated.
    (3) Identification of the configuration of the helicopter being 
simulated (e.g., engine model or models, flight instruments, 
navigation or other systems, etc.).
    (4) A statement that the simulator is qualified.
    (5) Identification of the qualification level of the simulator.
    (6) A list of all of the operations tasks or simulator systems 
in the subjective test appendix of the appropriate QPS for which the 
simulator has not been subjectively tested and for which the 
simulator is not qualified (e.g., circling approaches, windshear 
training, etc.).
    g. After the NSPM completes the evaluation for initial 
qualification, the sponsor must update the QTG, with the results of 
the FAA-witnessed tests and demonstrations together with the results 
of all the objective tests and demonstrations described in the 
appropriate QPS.
    h. Upon issuance of the Statement of Qualification the updated 
QTG becomes the MQTG and must then be made available to the FAA upon 
request.

End Rule Language (Sec.  60.15)

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

Begin QPS Requirements

    i. The QTG described in paragraph 11.b.(4) of this appendix, 
must provide the documented proof of compliance with the simulator 
objective tests in attachment 2 of this appendix.
    j. The QTG is prepared and submitted by the sponsor, or the 
sponsor's agent on behalf of the sponsor, through the TPAA 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 
automatically and manually conducted tests;
    (3) a means of comparing the simulator's test results to the 
objective data;
    (4) statements of how a particular test was accomplished or that 
certain requirements have been met (see appendices to this document 
for additional information);
    (5) other information appropriate to the qualification level of 
the simulator.
    k. The QTG described in paragraph 11.b(4) of this appendix, must 
include the following:
    (1) A QTG cover page with sponsor and FAA approval signature 
blocks (see attachment 5, Figure 2, of this appendix for a sample 
QTG cover page).
    (2) A recurrent evaluation schedule requirements page--to be 
used by the NSPM to establish and record the frequency with which 
recurrent evaluations must be conducted and any subsequent changes 
that may be determined by the NSPM. See attachment 5, Figure 4, of 
this appendix for a sample Recurrent Evaluation Schedule 
Requirements page.
    (3) A simulator information page that provides the information 
listed below (see attachment 5, Figure 3, of this appendix for a 
sample simulator information page). For convertible simulators, a 
separate page is submitted for each configuration of the simulator.
    (a) The sponsor's simulator identification number or code.
    (b) The helicopter model and series being simulated.
    (c) The aerodynamic data revision number or reference.
    (d) The engine model(s) and its data revision number or 
reference.
    (e) The flight control data revision number or reference.
    (f) The flight management system identification and revision 
level.
    (g) The simulator model and manufacturer.
    (h) The date of simulator manufacture.
    (i) The simulator computer identification.
    (j) The visual system model and manufacturer, including display 
type.
    (k) The motion system type and manufacturer, including degrees 
of freedom.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) The source data.
    (7) A glossary of terms and symbols used (including sign 
conventions and units).
    (8) Statements of compliance and capability (SOC's) with certain 
requirements.

[[Page 60436]]

SOC's must provide references to the sources of information for 
showing the capability of the simulator to comply with the 
requirement, a rationale explaining how the referenced material is 
used, mathematical equations and parameter values used, and the 
conclusions reached; i.e. that the simulator complies with the 
requirement. Refer to the ``Additional Details'' column in 
attachment 1 of this appendix, ``Simulator Standards,'' or in the 
``Test Details'' column in attachment 2 of this appendix, 
``Simulator Objective Tests,'' to see when SOC's are required.
    (9) Recording procedures or equipment required to accomplish the 
objective tests.
    (10) The following information for each objective test 
designated in attachment 2 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 simulator objective test results.
    (g) List of all parameters driven or constrained during the 
automatically conducted test(s).
    (h) List of all parameters driven or constrained during the 
manually conducted test(s).
    (i) Tolerances for relevant parameters.
    (j) Source of Helicopter Test Data (document and page number).
    (k) Copy of the Helicopter Test 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.
    l. Form and manner of presentation of objective test results in 
the QTG:
    (1) The sponsor's simulator test results must be recorded in a 
manner, acceptable to the NSPM, that will allow easy comparison of 
the simulator test results to helicopter test data (e.g., use of a 
multi-channel recorder, line printer, cross plotting, overlays, 
transpariencies, etc.).
    (2) Simulator results must be labeled using terminology common 
to helicopter parameters as opposed to computer software 
identifications.
    (3) Helicopter 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 of this appendix.
    (5) For tests involving time histories, flight test data sheets 
(or transparencies thereof) and simulator test results must be 
clearly marked with appropriate reference points to ensure an 
accurate comparison between simulator and helicopter with respect to 
time. Time histories recorded via a line printer are to be clearly 
identified for cross-plotting on the helicopter data. Over-plots 
must not obscure the reference data.
    m. The sponsor may elect to complete the QTG objective tests at 
the manufacturer's facility. Tests performed at this location must 
be conducted after assembly of the simulator has been essentially 
completed, the systems and sub-systems are functional and operate in 
an interactive manner, and prior to the initiation of disassembly 
for shipment. The sponsor must substantiate simulator performance at 
the sponsor's training facility by repeating a representative 
sampling of all the objective tests in the QTG and submitting these 
repeated test results to the NSPM. This sample must consist of at 
least one-third of the QTG objective tests. The QTG must be clearly 
annotated to indicate when and where each test was accomplished.
    n. The sponsor may elect to complete the subjective tests at the 
manufacturer's facility. Tests performed at this location will be 
conducted after assembly of the simulator has been essentially 
completed, the systems and sub-systems are functional and operate in 
an interactive manner, and prior to the initiation of disassembly 
for shipment. The sponsor must substantiate simulator performance at 
the sponsor's training facility by having the pilot(s) who performed 
these tests originally (or similarly qualified pilot(s)), repeat a 
representative sampling of these subjective tests and submit a 
statement to the NSPM that the simulator has not changed from the 
original determination. The report must clearly indicate when and 
where these repeated tests were completed, but need not take more 
than one normal simulator period (e.g., 4 to 8 hours) to complete.
    o. The sponsor must maintain a copy of the MQTG at the simulator 
location. After [date 6 years from the effective date of this rule] 
all MQTG's, regardless of initial qualification date of the 
simulator, must be available in an electronic format, acceptable to 
the NSPM. The electronic MQTG must include 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 simulator (reformatted 
or digitized) as prescribed in this document, the general simulator 
performance or demonstration results (reformatted or digitized) 
prescribed in this document, and a description of the equipment 
necessary to perform the evaluation for initial qualification and 
the recurrent evaluations for continuing qualification. This 
electronic MQTG must include the original helicopter flight test 
data used to validate simulator performance and handling qualities 
in either the original digitized format from the data supplier or an 
electronic scan of the original flight test time-history plots that 
were provided by the data supplier. An electronic copy of MQTG must 
be provided to the NSPM.

End QPS Requirements

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

Begin Information

    p. Problems with objective test results are handled according to 
the following:
    (1) If a problem with an objective test result is detected by 
the NSP evaluation team during an evaluation, the test may be 
repeated and/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 simulator at that lower level. For example, if 
a Level D evaluation is requested and the simulator fails to meet 
sound test tolerances, it could be qualified at Level C.
    q. After the NSPM issues a statement of qualification to the 
sponsor when a simulator is successfully evaluated, the simulator is 
recommended to the TPAA, who will exercise authority on behalf of 
the Administrator in approving the simulator in the appropriate 
helicopter flight training program.
    r. Under normal circumstances, the NSPM establishes a date for 
the initial or upgrade evaluation within 10 working days after 
determining that a complete QTG is acceptable. Unusual circumstances 
may warrant establishing an evaluation date before this 
determination is made; however, once a schedule is agreed to, any 
slippage of the evaluation date at the sponsor's request may result 
in a significant delay, perhaps 45 days or more, in rescheduling and 
completing the evaluation. A sponsor may commit to an initial 
evaluation date under this early process, in coordination with and 
the agreement of the NSPM, but the request must be in writing and 
must include an acknowledgment of the potential schedule impact if 
the sponsor slips the evaluation from this early-committed date. See 
Attachment 5, figure 5 of this appendix, Sample Request for Initial 
Evaluation Date.
    s. A convertible simulator is addressed as a separate simulator 
for each model and series helicopter to which it will be converted 
and for the FAA qualification level sought. An NSP evaluation is 
required for each configuration. For example, if a sponsor seeks 
qualification for two models of a helicopter type using a 
convertible simulator, two QTG's, or a supplemented QTG, and two 
evaluations are required.
    t. 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, Simulator Objective Tests.

End Information

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

12. Additional Qualifications for a Currently Qualified Simulator

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

Begin Rule Language (Sec. 60.16)

    a. A currently qualified simulator is required to undergo an 
additional qualification process if a user intends to use the 
simulator for meeting training, evaluation, or flight experience 
requirements of this chapter beyond the qualification issued to the 
sponsor. This process consists of the following--
    (1) The sponsor:
    (i) Must submit to the NSPM all modifications to the MQTG that 
are required to support the additional qualification.
    (ii) Must describe to the NSPM all modifications to the 
simulator that are

[[Page 60437]]

required to support the additional qualification.
    (iii) Must submit a statement to the NSPM that a pilot, 
designated by the sponsor in accordance with Sec.  60.15(c) and 
approved by the TPAA for the user, has subjectively evaluated the 
simulator in those areas not previously evaluated.
    (2) The simulator must successfully pass an evaluation--
    (i) For initial qualification, in accordance with Sec.  60.15, 
in those circumstances where the NSPM has determined that a full 
evaluation for initial qualification is necessary; or
    (ii) For those elements of an evaluation for initial 
qualification (e.g., objective tests, performance demonstrations, or 
subjective tests) designated as necessary by the NSPM.
    b. In making the determinations described in paragraph (a)(2) of 
this section, the NSPM considers factors including the existing 
qualification of the simulator, any modifications to the simulator 
hardware or software that are involved, and any additions or 
modifications to the MQTG.
    c. The simulator is qualified for the additional uses when the 
NSPM issues an amended Statement of Qualification in accordance with 
Sec.  60.15(f).
    d. The sponsor may not modify the simulator except as described 
in Sec.  60.23.

End Rule Language (Sec.  60.16)

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

13. Previously Qualified Simulators

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

Begin Rule Language (Sec. 60.17)

    a. Unless otherwise specified by an FSD Directive, further 
referenced in the appropriate QPS, or as specified in paragraph (e) 
of this section, a simulator qualified before [the effective date of 
the final rule] will retain its qualification as long as it 
continues to meet the standards, including the performance 
demonstrations and the objective test results recorded in the MQTG, 
under which it was originally evaluated, regardless of sponsor, and 
as long as the sponsor complies with the applicable provisions of 
this part.
    b. If the simulator qualification is lost under Sec.  60.27 and 
not restored under Sec.  60.27 for two (2) years or more, the 
qualification basis for the re-qualification will be those standards 
in effect and current at the time of re-qualification application.
    c. Except as provided in paragraph (d) of this section, any 
change in simulator qualification level initiated on or after [the 
effective date of this rule] requires an evaluation for initial 
qualification in accordance with this part.
    d. The NSPM may downgrade a qualified simulator without 
requiring and without conducting an initial evaluation for the new 
qualification level. Subsequent recurrent evaluations will use the 
existing MQTG, modified as necessary to reflect the new 
qualification level.
    e. When the sponsor has appropriate validation data available 
and receives approval from the NSPM, the sponsor may adopt tests and 
associated tolerances described in the current qualification 
standards as the tests and tolerances applicable for the continuing 
qualification of a previously qualified simulator. The updated 
test(s) and tolerance(s) must be made a permanent part of the MQTG.

End Rule Language (Sec.  60.17)

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

Begin Information

    f. Other certificate holders or persons desiring to use a flight 
simulator may contract with simulator sponsors to use those 
simulators already qualified at a particular level for a helicopter 
type and approved for use within an FAA-approved flight training 
program. Such simulators are not required to undergo an additional 
qualification process, except as described in paragraph 12, above. .

    Note: The reader is reminded of the requirement that each 
simulator user obtain approval for use of each simulator in an FAA-
approved flight training program from the appropriate TPAA.

End Information

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14. Inspection, Maintenance, and Recurrent Evaluation Requirements.

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

Begin Rule Language (Sec. 60.19)

    a. Inspection. No sponsor may use or allow the use of or offer 
the use of a simulator for meeting training, evaluation, or flight 
experience requirements of this chapter for flightcrew member 
certification or qualification unless the sponsor does the 
following:
    (1) Accomplishes all appropriate QPS Attachment 1 performance 
demonstrations and all appropriate QPS Attachment 2 objective tests 
each year. To do this, the sponsor must conduct a minimum of four 
evenly spaced inspections throughout the year, as approved by the 
NSPM. The performance demonstrations and objective test sequence and 
content of each inspection in this sequence will be developed by the 
sponsor and submitted to the NSPM for approval. In deciding whether 
to approve the test sequence and the content of each inspection, the 
NSPM looks for a balance and a mix from the performance 
demonstrations and objective test requirement areas listed below as 
follows.
    (i) Performance.
    (ii) Handling qualities.
    (iii) Motion system.
    (iv) Visual system.
    (v) Sound system (where appropriate).
    (vi) Other simulator systems.
    (2) Completes a functional preflight check in accordance with 
the appropriate QPS each calendar day prior to the start of the 
first simulator period of use that begins in that calendar day.
    (3) Completes at least one functional preflight check in 
accordance with the appropriate QPS in every 7 consecutive calendar 
days.
    (4) Maintains a discrepancy log.
    (5) Ensures that, when a discrepancy is discovered, the 
following requirements are met:
    (i) Each discrepancy entry must be maintained in the log until 
the discrepancy is corrected as specified in Sec.  60.25(b) and for 
at least 30 days thereafter.
    (ii) The corrective action taken for each discrepancy and the 
date that action is taken must be entered in the log. This entry 
concerning the corrective action must be maintained for at least 30 
days thereafter.
    (iii) The discrepancy log is kept in a form and manner 
acceptable to the Administrator and is kept in or immediately 
adjacent to the simulator.
    b. Recurrent evaluation.
    (1) This evaluation consists of performance demonstrations, 
objective tests, and subjective tests, including general simulator 
requirements, as described in the appropriate QPS or as may be 
amended by an FSD Directive.
    (2) The sponsor must contact the NSPM to schedule the simulator 
for recurrent evaluations not later than 60 days before the 
recurrent evaluation is due.
    (3) The sponsor must provide the NSPM access to the objective 
test results and general simulator performance or demonstration 
results in the MQTG, and access to the simulator for the length of 
time necessary for the NSPM to complete the required recurrent 
evaluations, weekdays between 6 o'clock AM (local time) and 6 
o'clock PM (local time).
    (4) No sponsor may use, or allow the use of, or offer the use 
of, a simulator for flightcrew member training or evaluation or for 
obtaining flight experience for the flightcrew member to meet the 
requirements of this chapter unless the simulator has passed an 
NSPM-conducted recurrent evaluation within the previous 12 calendar 
months or as otherwise provided for in the MQTG.
    (5) Recurrent evaluations conducted in the calendar month before 
or after the calendar month in which these recurrent evaluations are 
required will be considered to have been conducted in the calendar 
month in which they were required.
    c. Maintenance. The sponsor is responsible for continuing 
corrective and preventive maintenance on the simulator to ensure 
that it continues to meet the requirements of Sec.  60.15(b).

End Rule Language (Sec.  60.19)

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

Begin QPS Requirements

    d. The preflight inspections described in paragraphs 14.a(2) and 
(3) of this appendix must consist of, as a minimum--
    (1) an exterior inspection of the simulator for appropriate 
hydraulic, pneumatic, and electrical connections (e.g., in place, 
not leaking, appear serviceable);
    (2) a check that the area around the simulator is free of 
potential obstacles throughout the motion system range;
    (3) a review of the simulator discrepancy log;
    (4) a functional check of the major simulator systems and 
simulated helicopter systems (e.g., visual, motion, sound, cockpit 
instrumentation, and control loading, including adequate air flow 
for equipment cooling) by doing the following:

[[Page 60438]]

    (i) Turn on main power, including motion system, and allow to 
stabilize.
    (ii) Connect helicopter power. This may be connected through 
``quick start'' of helicopter engines, auxiliary power unit, or 
ground power. Helicopter operations will require operating engines.
    (iii) A general look for light bulb function, lighted 
instruments and switches, etc., as well as inoperative ``flags'' or 
other such indications.
    (iv) Check Flight Management System(s) (and other date-critical 
information) for proper date range.
    (v) Select takeoff position and from either pilot position, 
observe the visual system, for proper operation; e.g., light-point 
color balance and convergence, edge-matching and blending, etc.
    (vi) Adjust visibility value to inside of the far end of the 
runway and release ``position freeze or flight freeze.'' From either 
pilot position, add power to taxi (or hover taxi as applicable) down 
the runway (observe visual system, check sound system and engine 
instrument response) and apply wheel brakes if appropriate (to check 
wheel brake operation as applicable and to exercise simulator motion 
system); check normal operation.
    (vii) Select position on final approach, at least five (5) miles 
out (observe visual scene). From either pilot position, adjust 
helicopter configuration appropriately (check for normal gear 
operation as applicable). Adjust visibility to see entire airport. 
Release ``position freeze'' or ``flight freeze.'' Make a rapid left 
and right bank (check control feel and freedom; observe proper 
helicopter response; and exercise motion system). Observe visual 
system and simulated helicopter systems operation.
    (viii) Extend gear, as applicable
    (ix) Fly to and land at airport, or select takeoff position.
    (x) Shut down engines, turn off lights, turn off main power 
supply and motion system.
    (xi) Record ``functional preflight'' in the simulator 
discrepancy log book, including any item found to be missing, 
malfunctioning, or inoperative.

End QPS Requirements

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

Begin Information

    e. If the NSP evaluator plans to accomplish specific tests 
during a normal recurrent evaluation that requires the use of 
special equipment or technicians, the sponsor will be notified as 
far in advance of the evaluation as practical; usually not less than 
24 hours. These tests include latencies, control dynamics, sounds 
and vibrations, motion, and/or some visual system tests.
    f. The recurrent evaluations described in paragraph 13.a(7), of 
this appendix require approximately eight (8) hours of simulator 
time and consist of the following:
    (1) a review of the results of the objective tests and all the 
designated simulator performance demonstrations conducted by the 
sponsor since the last scheduled recurrent evaluation.
    (2) at the discretion of the evaluator, a selection of 
approximately 20 percent of those objective tests conducted since 
the last scheduled recurrent evaluation and a selection of 
approximately 10 percent of the remaining objective tests in the 
MQTG. The tests chosen will be performed either automatically or 
manually, at the discretion of the evaluator.
    (3) a subjective test of the simulator to perform a 
representative sampling of the tasks set out in attachment 3 of this 
appendix, selected at the discretion of the evaluator.
    (4) an examination of the functions of the simulator, including, 
but not necessarily limited to the motion system, visual system, 
sound system, instructor operating station, and the normal and 
simulated malfunctions of the simulated helicopter systems.

End Information

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

15. Logging Simulator Discrepancies.

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

Begin Rule Language (Sec.  60.20)

    Each instructor, check airman, or representative of the 
Administrator conducting training or evaluation, or observing flight 
experience for flightcrew member certification or qualification, and 
each person conducting the preflight inspection (Sec.  60.19(a)(2), 
(3), and (4)), who discovers a discrepancy, including any missing, 
malfunctioning, or inoperative components in the simulator, must 
write or cause to be written a description of that discrepancy into 
the discrepancy log at the end of the simulator preflight or 
simulator use session.

End Rule Language (Sec.  60.20)

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

16. [Reserved]

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

17. Modifications to Simulators

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

Begin Rule Language (Sec.  60.23)

    a. When the sponsor or the FAA determines that any of the 
following circumstances exist and the FAA determines that the 
simulator cannot be used adequately to train, evaluate, or provide 
flight experience for flightcrew members, the sponsor must modify 
the simulator accordingly:
    (1) The helicopter manufacturer or another approved source 
develops new data regarding the performance, functions, or other 
characteristics of the helicopter being simulated;
    (2) A change in helicopter performance, functions, or other 
characteristics occurs;
    (3) A change in operational procedures or requirements occurs; 
or
    (4) Other circumstances as determined by the NSPM.
    b. When the FAA determines that simulator modification is 
necessary for safety of flight reasons, the sponsor of each affected 
simulator must ensure that the simulator is modified according to 
the FSD Directive regardless of the original qualification standards 
applicable to any specific simulator.
    c. Before modifying a qualified simulator, the sponsor must 
notify the NSPM and the TPAA as follows:
    (1) The notification must include a complete description of the 
planned modification, including a description of the operational and 
engineering effect the proposed modification will have on the 
operation of the simulator.
    (2) The notification must be submitted in a form and manner as 
specified in the appropriate QPS.
    d. If the sponsor intends to add additional equipment or devices 
intended to simulate helicopter appliances; modify hardware or 
software which would affect flight or ground dynamics, including 
revising simulator programming or replacing or modifying the host 
computer; or if the sponsor is changing or modifying the motion, 
visual, or control loading systems (or sound system for simulator 
levels requiring sound tests and measurements), the following 
applies:
    (1) The sponsor must meet the notification requirements of 
paragraph (c) of this section and must include in the notification 
the results of all objective tests that have been re-run with the 
modification incorporated, including any necessary updates to the 
MQTG.
    (2) However, the sponsor may not use, or allow the use of, or 
offer the use of, the simulator with the proposed modification for 
flightcrew member training or evaluation or for obtaining flight 
experience for the flightcrew member to meet the requirements of 
this chapter unless or until the sponsor receives written 
notification from the NSPM approving the proposed modification. 
Prior to approval, the NSPM may require that the modified simulator 
be evaluated in accordance with the standards for an evaluation for 
initial qualification or any part thereof before it is placed in 
service.
    e. The sponsor may not modify a qualified simulator until one of 
the following has occurred:
    (1) For circumstances described in paragraphs (b) or (d) of this 
section, the sponsor receives written approval from the NSPM that 
the modification is authorized.
    (2) For circumstances other than those described in paragraphs 
(b) or (d) of this section, either:
    (i) Twenty-one days have passed since the sponsor notified the 
NSPM and the TPAA of the proposed modification and the sponsor has 
not received any response from the NSPM or TPAA; or
    (ii) The NSPM or TPAA approves the proposed modification in 
fewer than 21 days since the sponsor notified the NSPM and the TPAA 
of the proposed modification.
    f. When a modification is made to a simulator, the sponsor must 
notify each certificate holder planning to use that simulator of 
that modification prior to that certificate holder using that 
simulator the first time after the modification is complete.
    g. The MQTG must be updated with current objective test results 
in accordance with Sec.  60.15(b)(5) and appropriate flight test 
data in accordance with Sec.  60.13, each time a simulator is 
modified and an objective test is affected by the modification. If 
this update is initiated by an FSD Directive, the direction

[[Page 60439]]

to make the modification and the record of the modification 
completion must be filed in the MQTG.

End Rule Language (Sec.  60.23)

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

Begin QPS Requirements

    h. The notification described in paragraph 17.c.(1) of this 
appendix will include a statement signed by a pilot, qualified in 
the helicopter type being simulated and designated by the sponsor, 
that, with the modification proposed--
    (1) the simulator systems and sub-systems function equivalently 
to those in the helicopter being simulated;
    (2) the performance and flying qualities of the simulator are 
equivalent to those of the helicopter being simulated; and
    (3) the cockpit configuration conforms to the configuration of 
the helicopter being simulated.

End QPS Requirements

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

18. Operations With Missing, Malfunctioning, or Inoperative Components

-----------------------------------------------------------------------
    Begin Rule Language (Sec. 60.25)
    a. No person may use or allow the use of or offer the use of a 
simulator with a missing, malfunctioning, or inoperative component 
for meeting training, evaluation, or flight experience requirements 
of this chapter for flightcrew member certification or qualification 
during maneuvers, procedures, or tasks that require the use of the 
correctly operating component.
    b. Each missing, malfunctioning, or inoperative component must 
be repaired or replaced within 30 calendar days unless otherwise 
authorized by the NSPM. Failure to repair or replace this component 
within the prescribed time may result in loss of simulator 
qualification.
    c. Each missing, malfunctioning, or inoperative component must 
be placarded as such on or adjacent to that component in the 
simulator and a list of the currently missing, malfunctioning, or 
inoperative components must be readily available in or immediately 
adjacent to the simulator for review by users of the device.

End Rule Language (Sec.  60.25)

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

 19. Automatic Loss of Qualification and Procedures for Restoration of 
Qualification.

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

Begin Rule Language (Sec. 60.27)

    a. A simulator is not qualified if any of the following occurs:
    (1) The simulator is not used in the sponsor's FAA-approved 
flight training program in accordance with Sec.  60.9(b)(4).
    (2) The simulator is not maintained and inspected in accordance 
with Sec.  60.19.
    (3) The simulator is physically moved from one location to 
another, regardless of distance.
    (4) The simulator is disassembled (e.g., for repair or 
modification) to such an extent that it cannot be used for training, 
evaluation, or experience activities.
    (5) The MQTG is missing or otherwise not available and a 
replacement is not made within 30 days.
    b. If simulator qualification is lost under paragraph (a) of 
this section, qualification is restored when either of the following 
provisions are met:
    (1) The simulator successfully passes an evaluation:
    (i) For initial qualification, in accordance with Sec.  60.15 in 
those circumstances where the NSPM has determined that a full 
evaluation for initial qualification is necessary; or
    (ii) For those elements of an evaluation for initial 
qualification approved as necessary by the NSPM.
    (2) The NSPM or the TPAA advises the sponsor that an evaluation 
is not necessary.
    c. In making the determinations described in paragraph (b) of 
this section, the NSPM considers factors including the number of 
inspections and recurrent evaluations missed, the amount of 
disassembly and re-assembly of the simulator that was accomplished, 
and the care that had been taken of the device since the last 
evaluation.

End Rule Language (Sec.  60.27)

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

20. Other Losses of Qualification and Procedures for Restoration of 
Qualification

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

Begin Rule Language (Sec. 60.29)

    a. Except as provided in paragraph (c) of this section, when the 
NSPM or the TPAA notifies the sponsor that the simulator no longer 
meets qualification standards, the following procedure applies:
    (1) The NSPM or the TPAA notifies the sponsor in writing that 
the simulator no longer meets some or all of its qualification 
standards.
    (2) The NSPM or the TPAA sets a reasonable period (but not less 
than 7 days) within which the sponsor may submit written 
information, views, and arguments on the simulator qualification.
    (3) After considering all material presented, the NSPM or the 
TPAA notifies the sponsor of the simulator qualification.
    (4) If the NSPM or the TPAA notifies the sponsor that some or 
all of the simulator is no longer qualified, it becomes effective 
not less than 30 days after the sponsor receives notice of it 
unless--
    (i) The NSPM or the TPAA find under paragraph (c) of this 
section that there is an emergency requiring immediate action with 
respect to safety in air transportation or air commerce; or
    (ii) The sponsor petitions for reconsideration of the NSPM or 
the TPAA finding under paragraph (b) of this section.
    b. When a sponsor seeks reconsideration of a decision from the 
NSPM or the TPAA concerning the simulator qualification, the 
following procedure applies:
    (1) The sponsor must petition for reconsideration of that 
decision within 30 days of the date that the sponsor receives a 
notice that some or all of the simulator is no longer qualified.
    (2) The sponsor must address its petition to the Director, 
Flight Standards Service.
    (3) A petition for reconsideration, if filed within the 30-day 
period, suspends the effectiveness of the determination by the NSPM 
or the TPAA that the simulator is no longer qualified unless the 
NSPM or the TPAA has found, under paragraph (c) of this section, 
that an emergency exists requiring immediate action with respect to 
safety in air transportation or air commerce.
    c. If the NSPM or the TPAA find that an emergency exists 
requiring immediate action with respect to safety in air 
transportation or air commerce that makes the procedures set out in 
this section impracticable or contrary to the public interest:
    (1) The NSPM or the TPAA withdraws qualification of some or all 
of the simulator and makes the withdrawal of qualification effective 
on the day the sponsor receives notice of it.
    (2) In the notice to the sponsor, the NSPM or the TPAA 
articulates the reasons for its finding that an emergency exists 
requiring immediate action with respect to safety in air 
transportation or air commerce or that makes it impracticable or 
contrary to the public interest to stay the effectiveness of the 
finding.

End Rule Language (Sec.  60.29)

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

21. Recordkeeping and Reporting

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

Begin Rule Language (Sec. 60.31)

    a. The simulator sponsor must maintain the following records for 
each simulator it sponsors:
    (1) The MQTG and each amendment thereto.
    (2) A copy of the programming used during the evaluation of the 
simulator for initial qualification and for any subsequent upgrade 
qualification, and a copy of all programming changes made since the 
evaluation for initial qualification.
    (3) A copy of all of the following:
    (i) Results of the evaluations for the initial and each upgrade 
qualification.
    (ii) Results of the quarterly objective tests and the approved 
performance demonstrations conducted in accordance with Sec.  
60.19(a) for a period of 2 years.
    (iii) Results of the previous three recurrent evaluations, or 
the recurrent evaluations from the previous 2 years, whichever 
covers a longer period.
    (iv) Comments obtained in accordance with Sec.  60.9(b)(1) for a 
period of at least 18 months.
    (4) A record of all discrepancies entered in the discrepancy log 
over the previous 2 years, including the following:
    (i) A list of the components or equipment that were or are 
missing, malfunctioning, or inoperative.
    (ii) The action taken to correct the discrepancy.
    (iii) The date the corrective action was taken.
    (5) A record of all modifications to simulator hardware 
configurations made since initial qualification.
    b. The simulator sponsor must keep a current record of each 
certificate holder using the simulator. The sponsor must provide a

[[Page 60440]]

copy of this list to the NSPM at least semiannually.
    c. The records specified in this section must be maintained in 
plain language form or in coded form, if the coded form provides for 
the preservation and retrieval of information in a manner acceptable 
to the NSPM.
    d. The sponsor must submit an annual report, in the form of a 
comprehensive statement signed by the quality assurance primary 
contact point, certifying that the simulator continues to perform 
and handle as qualified by the NSPM.

End Rule Language (Sec.  60.31)

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

22. Applications, Logbooks, Reports, and Records: Fraud, Falsification, 
or Incorrect Statements

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

Begin Rule Language (Sec. 60.33)

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

23. [Reserved]

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

24. [Reserved]

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

25. [Reserved]

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

End Rule Language (Sec. 60.33)

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

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

1. General

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

Begin QPS Requirements

a. Requirements.

    (1) Certain simulator and visual system requirements included in 
this appendix must be supported with a Statement of Compliance and 
Capability (SOC) and, in designated cases, simulator performance 
must be recorded and the results made part of the QTG. In the 
following tabular listing of simulator standards, requirements for 
SOC's are indicated in the ``Additional Details'' column.
    (2) Airports (or landing areas) represented in visual scenes 
required by this document must be representations of real-world, 
operational airports (or landing areas) or representations of 
fictional airports (or landing areas), designed specifically for use 
in training, testing, and/or checking of flight crewmembers.
    (a) If real-world, operational airports (or landing areas) are 
simulated, the visual representation and scene content is compared 
to that of the actual airport (or landing area). This comparison 
requires accurate simulation of that airport (or landing area) to 
the extent set out in this document and as required by the 
qualification level sought. It also requires the visual scene to be 
modified when the airport (or landing area) is modified; e.g., when 
additional runways or taxiways are added; when existing runway(s) 
are lengthened or permanently closed; when magnetic bearings to or 
from a runway or landing area are changed; when significant and 
recognizable changes are made to the landing area or surrounding 
terrain; etc.
    (b) If fictional airports (or landing areas) are used, the 
navigational aids and all appropriate maps, charts, and other 
navigational reference material for such airports (or landing areas 
and surrounding areas as necessary), are evaluated for 
compatibility, completeness, and accuracy. These items are compared 
to the visual presentation and scene content of the fictional 
airport (or landing area) and require simulation to the extent set 
out in this document and as required by the qualification level 
sought. An SOC must be submitted that addresses navigation aid 
installation and performance (including obstruction clearance 
protection, etc.) and other criteria for all instrument approaches 
that are available in the simulator. The SOC must reference and 
account for information in the Terminal Instrument Procedures Manual 
(``Terps'' Manual, FAA Handbook 8260.3, as amended) and the 
construction and availability of the required maps, charts, and 
other navigational material. This material must be appropriately 
marked ``for training purposes only.''

End QPS Requirements

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

Begin Information

b. Discussion.

    (1) This attachment describes the minimum simulator requirements 
for qualifying helicopter simulators. To determine the complete 
requirements for a specific level simulator the objective tests in 
attachment 2 of this appendix and the examination of functions and 
subjective tests listed in attachment 3 of this appendix must also 
be consulted.
    (2) The material contained in this attachment is divided into 
the following categories:
    (a) General cockpit configuration.
    (a) Simulator programming.
    (a) Equipment operation.
    (a) Equipment and facilities for instructor/evaluator functions.
    (a) Motion system.
    (a) Visual system.
    (g) Sound system.

End Information



[[Page 60441]]

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

                                     Table of Minimum Simulator Requirements
----------------------------------------------------------------------------------------------------------------
                                     QPS requirement
------------------------------------------------------------------------------------------
                                            Simulator level                                  Information  notes
  General simulator requirements   --------------------------------   Additional details
                                       A       B       C       D
----------------------------------------------------------------------------------------------------------------
 2. General Cockpit Configuration
a. The simulator must have a        ......      X       X       X   Pilot seats must       For simulator
 cockpit that is a full-scale                                        afford the             purposes, the
 replica of the helicopter                                           capability for the     cockpit consists of
 simulated with controls,                                            occupant to be able    all that space
 equipment, observable cockpit                                       to achieve the         forward of a cross
 indicators, circuit breakers, and                                   design ``eye           section of the
 bulkheads properly located,                                         position''             fuselage at the most
 functionally accurate and                                           established for the    extreme aft setting
 replicating the helicopter. The                                     helicopter being       of the pilots' seats
 direction of movement of controls                                   simulated.             including
 and switches must be identical to                                                          additional, required
 that in the helicopter.                                                                    crewmember duty
                                                                                            stations and those
                                                                                            required bulkheads
                                                                                            aft of the pilot
                                                                                            seats.
b. Those circuit breakers that      ......      X       X       X   .....................  .....................
 affect procedures and/or result
 in observable cockpit indications
 must be properly located and
 functionally accurate.
-----------------------------------
          3. Programming
a. The effect of aerodynamic        ......      X       X       X   .....................  .....................
 changes for various combinations
 of drag and thrust normally
 encountered in flight must
 correspond to actual flight
 conditions, including the effect
 of change in helicopter attitude,
 thrust, drag, altitude,
 temperature, gross weight, center
 of gravity location, and
 configuration.
b. The simulator must have the
 computer capacity, accuracy,
 resolution, and dynamic response
 needed to meet the qualification
 level sought.
c. Simulator hardware and           ......      X       X       X
 programming must be updated
 within 6 months of any helicopter
 modifications or appropriate data
 releases unless, with prior
 coordination, the NSPM authorizes
 otherwise.
d. Ground handling and aerodynamic  ......      X       X       X   An SOC is required.
 programming must include the                                       Simulator performance
 following:                                                          must be recorded and
                                                                     the results made
                                                                     part of the QTG..
    (1) Ground effect.              ......  ......  ......  ......  Level B does not
                                                                     require hover
                                                                     programming. Flare
                                                                     and touch down from
                                                                     a running landing as
                                                                     well as for in-
                                                                     ground-effect (IGE)
                                                                     hover.
    (2) Ground reaction.            ......  ......  ......  ......  Reaction of the        Data is required to
                                                                     helicopter upon        identify the flight
                                                                     contact with the       condition and
                                                                     landing surface        helicopter
                                                                     during landing,        configuration.
                                                                     (e.g., strut
                                                                     deflection, tire or
                                                                     skid friction, side
                                                                     forces, etc.) and
                                                                     may differ with
                                                                     changes in gross
                                                                     weight, airspeed,
                                                                     rate of descent on
                                                                     touchdown, etc.
    (3) Ground handling             ......  ......  ......  ......  Control inputs
     characteristics.                                                required during
                                                                     operations in
                                                                     crosswind, during
                                                                     braking and
                                                                     deceleration, and
                                                                     for turning radius.
e. The simulator must include a     ......  ......      X       X   An SOC is required...  This may include an
 means for quickly and effectively                                                          automated system,
 testing simulator programming and                                                          which could be used
 hardware.                                                                                  for conducting at
                                                                                            least a portion of
                                                                                            the QTG tests.

[[Page 60442]]

 
f. The simulator must provide for   ......  ......      X       X   An SOC is required...  Automatic
 automatic testing of simulator                                     Simulator to test       ``flagging'' of out-
 hardware and software programming                                   results must include   of-tolerance
 to determine compliance with                                        simulator number,      situations is
 simulator objective tests as                                        date, time,            encouraged.
 prescribed in attachment 2.                                         conditions,
                                                                     tolerances, and
                                                                     appropriate
                                                                     dependent variables
                                                                     portrayed in
                                                                     comparison to the
                                                                     helicopter standard..
g. Relative responses of the        ......      X       X       X   For Level B, response
 motion system, visual system, and                                   must be within 150
 cockpit instruments must be                                         milliseconds of the
 coupled closely to provide                                          helicopter response.
 integrated sensory cues.                                            For Levels C and D,
                                                                     response must be
                                                                     within 100
                                                                     milliseconds of the
                                                                     helicopter response.
    (1) Latency: These systems      ......  ......  ......  ......  Simultaneously         The intent is to
     must respond to abrupt input                                    record: the analog     verify that the
     at the pilot's position. The                                    output from the        simulator provides
     response must not be prior to                                   pilot's cyclic,        instrument, motion,
     that time when the helicopter                                   collective, and        and visual cues that
     responds and may respond up                                     pedals; the output     are, within the
     to 150 milliseconds (for a                                      from an                stated time delays,
     Level B simulator) or 100                                       accelerometer          like the helicopter
     milliseconds (for Level C and                                   attached to the        responses.
     D simulators) after that                                        motion system          Acceleration in the
     time. Visual change may start                                   platform located at    appropriate
     before motion response, but                                     an acceptable          rotational axis is
     motion acceleration must be                                     location near the      preferred. Simulator
     initiated before completion                                     pilots' seats; the     Latency is measured
     of the visual scan of the                                       output signal to the   from the start of a
     first video field containing                                    visual system          control input to the
     different information.                                          display (including     appropriate
                                                                     visual system analog   perceivable change
                                                                     delays); and the       in: flight
                                                                     output signal to the   instrument
                                                                     pilot's attitude       indication; visual
                                                                     indicator or an        system response; or
                                                                     equivalent test        motion system
                                                                     approved by the        response.
                                                                     Administrator.
                                                                     Simulator
                                                                     performance must be
                                                                     recorded and the
                                                                     results must be
                                                                     compared to
                                                                     helicopter response
                                                                     data in the hover
                                                                     (for Levels C and D
                                                                     only), climb,
                                                                     cruise, and
                                                                     autorotation. The
                                                                     results must be
                                                                     recorded in the QTG.
(2) Transport Delay: As an          ......  ......  ......  ......  An SOC is required. A  The transport delay
 alternative to the Latency                                          recordable start       is the time between
 requirement, above, a transport                                     time for the test      the control input
 delay demonstration may be used                                     must be provided       and the individual
 to demonstrate that the simulator                                   with the pilot         hardware (i.e.,
 system does not exceed the                                          flight control         instruments, motion
 specified limit of 150                                              input. The migration   system, visual
 milliseconds for Level B                                            of the signal must     system) responses.
 simulators or 100 milliseconds                                      permit normal
 for Level C or D simulators.                                        computation time to
The sponsor must measure all the                                     be consumed and must
 delay encountered by a step                                         not alter the flow
 signal migrating from the pilot's                                   of information
 control through the control                                         through the hardware/
 loading electronics and                                             software system.
 interfacing through all the                                         While transport
 simulation software modules in                                      delay need only be
 the correct order, using a                                          measured once in
 handshaking protocol, finally                                       each axis,
 through the normal output                                           independent of
 interfaces to the instrument                                        flight conditions,
 displays, the motion system, and                                    if this method is
 the visual system.                                                  chosen, the sponsor
                                                                     must also
                                                                     demonstrate the
                                                                     latency of the
                                                                     simulator with
                                                                     respect to that of
                                                                     the helicopter with
                                                                     at least one
                                                                     demonstration in
                                                                     pitch, in roll, and
                                                                     in yaw as described
                                                                     above. Simulator
                                                                     performance must be
                                                                     recorded and the
                                                                     results must be
                                                                     recorded in the QTG.
h. The simulator must accurately    ......  ......      X       X   An SOC is required     Objective tests are
 reproduce the stopping and                                                                 described in
 directional control forces for at                                                          attachment 2 for dry
 least the following landing                                                                runway conditions.
 surface conditions for a running
 landing:
    (1) Wet.......................  ......  ......  ......  ......  Simulator performance
    (2) Icy.......................                                   must be recorded and
    (3) Patchy Wet................                                   the results made
    (4) Patch Icy.................                                   part of the OTG.

[[Page 60443]]

 
i. The simulator must accurately    ......  ......      X       X   An SOC is required.    Simulator pitch, side
 simulate brake and tire failure                                    A demonstration is      loading, and
 dynamics and decreased brake                                        required for initial   directional control
 efficiency due to brake                                             and recurrent          characteristics
 temperatures.                                                       evaluations.           should be
                                                                     Simulator              representative of
                                                                     performance must be    the the helicopter.
                                                                     recorded for
                                                                     decreased braking
                                                                     efficiency due to
                                                                     brake temperature
                                                                     and the results made
                                                                     part of the OTG.
j. The simulator must have          ......  ......      X       X   An SOC is required     See Attachment 2, paragraph 4,
 ground effect, the effects of                                       references to          for further
 airframe icing (if applicable),                                     computations of        information on
 aerodynamic interference effects                                    aeroelastic            ground effect.
 between the rotor wake and                                          representations and
 fuselage, influence of the rotor                                    nonlinearities due
 on control and stabilization                                        to sideslip. An SOC
 systems, and representations on                                     and a demonstration
 non linearties due to sideslip.                                     of icing effects (if
                                                                     applicable) are
                                                                     required.
k. The simulator must have a        ......  ......  ......      X   An SOC is required.
 software and hardware control
 methodology that is supported by
 diagnostic analysis program(s)
 and resulting printouts.
-----------------------------------
      4. Equipment Operation
a. All relevant cockpit instrument  ......      X       X       X   Numerical values must
 indications involved in the                                         be presented in the
 simultation of the helicopter                                       appropriate units
 must automatically respond to                                       for US operations:
 control movement or external                                        for example, fuel in
 disturbances to the simulated                                       pounds, speed in
 helicopter; e.g., turbulence or                                     knots, and altitude
 windshear.                                                          in feet.
b. Communications and navigation    ......      X       X       X   .....................  See Attachment
 equipment must be installed and                                                            paragraph 1c for
 operate within the tolerances                                                              further information
 applicable for the helicopter.                                                             regarding long-range
                                                                                            navigation
                                                                                            equipment.
c. Simulated helicopter systems     ......      X       X       X
 must operate as the helicopter
 systems would operate under
 normal, abnormal, and emergency
 operating conditions on the
 ground and in flight.
d. The simulator must provide       ......      X       X       X
 pilot controls with control
 forces and control travel that
 correspond to the simulated
 helicopter. The simulator must
 also react in the same manner as
 in the helicopter under the same
 flight condition.
-----------------------------------
    5. Instructor or Evaluator
            Facilities
a. In addition to the flight crew   ......      X       X       X   All seats other than   The NSPM will
 member stations, the simulator                                      flight crew seats      consider
 must have two suitable seats for                                    need not represent     alternatives to this
 the instructor/check airman and                                     those found in         standard for
 FAA inspector. These seats must                                     helicopter but must    additional seats
 provide adequate vision to the                                      be equipped with       based on unique
 pilot's panel and forward windows.                                  similar positive       cockpit
                                                                     restraint devices.     configurations.
b. The simulator must have          ......      X       X       X
 controls that enable the
 instructor/evaluator to control
 all required system variables and
 insert all abnormal or emergency
 conditions described in the
 sponsor's pilot operating manual
 into the simulated helicopter
 system.

[[Page 60444]]

 
c. The Simulator must have          ......      X       X       X
 instructor controls for wind
 speed and direction.
d. The simulator must provide the   ......  ......      X       X   .....................  For example, another
 instructor or evaluator the                                                                helicopter crossing
 ability to present ground and air                                                          the active runway
 hazards.                                                                                   and converging
                                                                                            airborne traffic;
                                                                                            etc.
-----------------------------------
         6. Motion System
a. The simulator must have motion   ......      X       X       X   .....................  For example,
 (force) cues perceptible to the                                                            touchdown cues
 pilot that are representative of                                                           should be a function
 the motion in a helicopter.                                                                of the rate of
                                                                                            descent (RoD) of the
                                                                                            simulated
                                                                                            helicopter.
b. The simulator must have a        ......      X   ......  ......  An SOC is required.
 motion system with a minimum of
 three degrees of freedom (at
 least pitch, roll, sway, and
 heave).
c. The simulator must have a        ......  ......      X       X   An SOC is required.
 motion (force cueing) system that
 produces cues at least equivalent
 to those of a six-degrees-of-
 freedom, synergistic platform
 motion system.
d. The simulator must provide       ......      X       X       X   A qualitative
 special effects programming that                                    assessment is
 includes the following:                                             required to
(1) Runway rumble, eleo                                              determine that the
 deflections, effects of ground                                      effect is
 speed and uneven runway                                             representative of
 characteristics..                                                   the helicopter
(2) Buffet due to transverse flow                                    simulated.
 effect..
(3) Buffet during extension and
 retraction of landing gear..
(4) Buffet due to retreating blade
 stall..
(5) Buffet due to settling with
 power..
(6) Representative cues resulting
 from touchdown..
(7) Rotor vibrations..............
e. The simulator must provide       ......  ......  ......      X   Simulator performance  The simulator should
 characteristic buffet motions                                       (with emphasis on      be programmed and
 that result from operation of the                                   amplitude and          instrumented in such
 helicopter (for example,                                            frequency) must be     a manner that the
 retreating blade stall, extended                                    recorded and           characteristic
 landing gear, settling with                                         compared to            buffet modes can be
 power) which can be sensed in the                                   helicopter data. The   measured and
 cockpit.                                                            results must be made   compared to
                                                                     a part of the QTG.     helicopter data.
                                                                     For air turbulence,
                                                                     general purpose
                                                                     disturbance models
                                                                     that approximate
                                                                     demonstrable flight
                                                                     test data are
                                                                     acceptable.
-----------------------------------
         7. Visual System
a. The simulator must have a        ......      X       X       X   A demonstration is
 visual system providing an out-of-                                  required for initial
 the-cockpit view.                                                   and recurrent
                                                                     evaluations.
b. The simulator must provide a     ......      X   ......  ......  An SOC is required.
 continuous minimum collimated
 field of view of 75[deg]
 horizontally and 30[deg]
 vertically per pilot seat. Both
 pilot seat visual systems must be
 operable simultaneously.
c. The simulator must provide a     ......  ......      X   ......  An SOC is required.
 continuous minimum collimated                                      Horizontal field of
 visual field of view of 150[deg]                                    view is centered on
 horizontally and 40[deg]                                            the zero degree
 vertically for each pilot.                                          azimuth line
                                                                     relative to the
                                                                     aircraft fuselage.
d. The simulator must provide a     ......  ......  ......      X   An SOC is required.
 continuous minimum collimated                                      Horizontal field of
 visual field of view of 180[deg]                                    view is centered on
 horizontally and 60[deg]                                            the zero degree
 vertically for each pilot.                                          azimuth line
                                                                     relative to the
                                                                     aircraft fuselage.

[[Page 60445]]

 
e. The simulator must have          ......      X       X       X   A demonstration is
 operational landing lights (if                                      required for initial
 applicable) for night scenes.                                       and recurrent
                                                                     evaluations. Where
                                                                     used, dusk (or
                                                                     twilight) secenes
                                                                     require operational
                                                                     landing lights.
f. The simulator provide visual     ......      X   ......  ......  An SOC is required...
 cues to assess rate of change of
 height, height AGL, as well as
 translational displacement and
 rates, during takeoff and landing.
g. The simulator must have night    ......  ......      X       X   A demonstration is     Examples of general
 and dusk (or twilight) visual                                       required for initial   terrain
 scene capability, including                                         and recurrent          characteristics are
 general terrain characteristics                                     evaluations. Dusk      fields, roads, and
 and significant landmarks, free                                     (or twilight) scene    bodies of water.
 from apparent quantization.                                         must enable
                                                                     identification of a
                                                                     visible horizon and
                                                                     general terrain
                                                                     characteristics.
h. The simulator provide visual     ......  ......      X       X   An SOC is required.
 cues to assess rate of change of
 height, height AGL, as well as
 translational displacements and
 rates, during takeoff, low
 altitude/low airspeed
 maneuvering, hover, and landing.
i. The simulator must have          ......      X       X       X   A demonstration is
 instructor controls for the                                         required for initial
 following:                                                          and recurrent
(1) Cloudbase.....................                                   evaluations.
(2) Visibility in statute miles
 (km) and runway visual range
 (RVR) in ft. (m)..
(3) Selection of airport or
 landing area..
(4) Lighting at airport or landing
 area..
j. Each airport scene displayed     ......      X       X       X   A demonstration is     .....................
 must include the following:                                         required for initial
(1) Airport runways and taxiways..                                   and recurrent
(2) Runway definition.............                                   evaluations.
(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..
(c) Taxiway lights................

[[Page 60446]]

 
k. The distances at which runway    ......      X       X       X   A demonstration is
 features are visible, as measured                                   required for initial
 from a runway threshold to a                                        and recurrent
 helicopter aligned with the                                         evaluations.
 runway on an extended 3[deg]
 glide slope must not be less than
 listed below:
(1) Runway definitions, trobe
 lights, approach lights, runway
 edge white lights and Visual
 Approach Slope Indicator (VASI)
 or Precision Approach Path
 Indicator (PAPI) system lights
 from 5 statute miles (8
 kilometers (km)) of the runway
 threshold..
(2) Runway centerline lights and
 taxiway definition from 3 statute
 miles (4.8 km)..
(3) Threshold lights and touchdown
 zone lights from 2 statute miles
 (3.2 km)..
(4) Runway marking within range of
 landing lights for night scenes;
 as required by three (3) arc-
 minutes resolution on day scenes..
l. The simulator must provide       ......      X       X       X   .....................  .....................
 visual system compatibility with
 aerodynamic programming.
m. The simulator must be verified   ......      X       X       X   The QTG must contain   .....................
 for visual ground segment and                                       appropriate
 visual scene content for the                                        calculations and a
 helicopter in landing                                               drawing showing the
 configuration and a main wheel                                      pertinent data used
 (or landing skid) height or 100                                     to establish the
 feet (30 meters) above the                                          helicopter location
 touchdown zone. Data submitted                                      and the segment of
 must include at least the                                           the ground that is
 following:                                                          visible considering
(1) Static helicopter dimensions                                     the helicopter
 as follows:.                                                        attitude (cockpit
(a) Horizontal and vertical                                          cut-off angle) and a
 distance from main landing gear                                     runway visual range
 (MLG) or landing skids to                                           of 1,200 feet or 350
 glideslope reception antenna..                                      meters. Simulator
(b) Horizontal and vertical                                          performance must be
 distance form MLG or skids to                                       measured against the
 pilot's eyepoint..                                                  QTG calculations.
(c) Static cockpit cutoff angle...                                   Sponsors must
(2) Approach data as follows:.....                                   provide this data
(a) Identification of runway......                                   for each simulator
(b) Horizontal distance from                                         (regardless of
 runway threshold to glideslope                                      previous
 intercept with runway..                                             qualification
(c) Glideslope angle..............                                   standards) to
(d) Helicopter pitch angle on                                        qualify the
 approach..                                                          simulator for all
(3) Helicopter data for manual                                       precision instrument
 testing:.                                                           approaches.
(a) Gross weight..................
(b) Helicopter configuration......
(c) Approach airspeed.............
n. The simulator must provide for:  ......      X       X       X   An SOC is required.    Visual attitude vs.
(1) Accurate portrayal of the                                                               simulator is a
 environment relating to the                                                                comparison of pitch
 simulator attitude..                                                                       and roll of the
                                                                                            horizon as displayed
                                                                                            in the visual scene
                                                                                            compared to the
                                                                                            display on the
                                                                                            attitude indictor.

[[Page 60447]]

 
    (2) Quick confirmation of       ......  ......      X       X   An SOC is required.    .....................
     visual system color, RVR,                                       In both of the above
     focus, and intensity.                                           cases, a
                                                                     demonstration is
                                                                     required for initial
                                                                     evaluations.
                                                                     However, if there is
                                                                     any question
                                                                     regarding these
                                                                     functions, the NSPM
                                                                     may require the
                                                                     demonstration be
                                                                     repeated during any
                                                                     inspection or
                                                                     subsequent recurrent
                                                                     evaluation.
o. The simulator must provide a     ......  ......      X       X   A demonstration is     .....................
 minimum of three airport (or                                        required for initial
 landing area) scenes including:                                     and recurrent
(1) Surfaces on landing areas.....                                   evaluations.
(2) Lighting of appropriate color
 for all landing surfaces,
 including, for runways--runway
 threshold, edge, centerline, VASI
 (or PAPI), and approach lighting
 for the runway in use..
(3) Taxiway lighting at airports..
(4) Terrain, including ramps and
 buildings that are in the
 sponsor's Line Oriented
 scenarios..
p. The simulator must be capable    ......  ......      X       X   A demonstration is
 of producing at least 10 levels                                     required for initial
 of occulting.                                                       evaluation. However,
                                                                     if there is any
                                                                     question regarding
                                                                     this function, the
                                                                     NSPM may require
                                                                     this demonstration
                                                                     to be accomplished
                                                                     during any
                                                                     inspection or
                                                                     subsequent recurrent
                                                                     evaluation.
q. The simulator must be able to    ......  ......      X       X   A demonstration is
 provide weather representations                                     required for initial
 including the following:.                                           and recurrent
(1) Variable cloud density........                                   evaluations. The
(2) Partial obscuration of ground                                    weather
 scenes; i.e., the effect of a                                       representations must
 scattered to broken cloud deck..                                    be provided at and
(3) Gradual break out.............                                   below an altitude of
(4) Patchy fog....................                                   2,000 ft (610 m)
(5) The effect of fog on airport                                     height above the
 lighting..                                                          airport and within a
                                                                     radius of 10 miles
                                                                     (16 km) from the
                                                                     airport.
r. The surface resolution must be   ......  ......      X       X   An SOC is required
 demonstrated by a test pattern of                                   and must include the
 objects shown to occupy a visual                                    relevant
 angle of three (3) arc-minutes in                                   calculations. A
 the visual scene from the pilot's                                   demonstration is
 ``eye point.'.                                                      required on initial
                                                                     evaluations.
                                                                     However, if there is
                                                                     any question
                                                                     regarding this
                                                                     function, the NSPM
                                                                     may require this
                                                                     demonstration to be
                                                                     accomplished during
                                                                     any inspection of
                                                                     subsequent recurrent
                                                                     evaluation.
5. The lightpoint size must not be  ......  ......      X       X   An SOC is required
 greater than six (6) arc-minutes.                                   and must include the
                                                                     relevant
                                                                     calculations. A
                                                                     demonstration is
                                                                     required on initial
                                                                     evaluations.
                                                                     However, if there is
                                                                     any question
                                                                     regarding this
                                                                     function, the NSPM
                                                                     may require this
                                                                     demonstration to be
                                                                     accomplished during
                                                                     any inspection or
                                                                     subsequent recurrent
                                                                     evaluation.

[[Page 60448]]

 
t. The lightpoint contrast ratio    ......  ......      X       X   An SOC is required
 must not be less than 25:1                                          and must include the
                                                                     relevant
                                                                     calculations. A 1-
                                                                     degree spot
                                                                     photometer is used
                                                                     to measure a square
                                                                     of at least 1
                                                                     degree, filled with
                                                                     lightpoints (where
                                                                     lightpoint
                                                                     modulation is just
                                                                     discernible) and
                                                                     compare the results
                                                                     to the measured
                                                                     adjacent background.
                                                                     A demonstration is
                                                                     required on initial
                                                                     evaluations.
                                                                     However, if there is
                                                                     any question
                                                                     regarding this
                                                                     function, the NSPM
                                                                     may require this
                                                                     demonstration to be
                                                                     accomplished during
                                                                     any inspection or
                                                                     subsequent recurrent
                                                                     evaluation.
u. The simulator must provide       ......  ......  ......      X   A demonstration is     For example: short
 operational visual scenes that                                      required for initial   runways, landing
 portray physical relationships                                      and recurrent          approaches over
 known to cause landing illusions                                    evaluations.           water, uphill or
 to pilots                                                                                  downhill runways,
                                                                                            rising terrain on
                                                                                            the approach path,
                                                                                            unique topographic
                                                                                            features, etc.
v. The simulator must have          ......  ......  ......      X   A demonstration is     Brightness capability
 daylight, night, and either dusk                                    required for initial   may be demonstrated
 or twilight visual scenes with                                      and recurrent          with a test pattern
 sufficient scene content to                                         evaluations. The       of white light using
 recognize the airport, the                                          daylight visual        a spot photometer.
 terrain, and major landmarks                                        scene must be a part   Daylight visual
 around the airport. The scene                                       of a total daylight    system is defined as
 content must allow a pilot to                                       cockpit environment    a visual system
 successfully accomplish a visual                                    which at least         capable of
 landing. The simulator cockpit                                      represents the         producing, at a
 ambient lighting must be                                            amount of light in     minimum, full color
 dynamically consistent with the                                     the cockpit on an      presentations, scene
 visual scene displayed.                                             overcast day. For      content comparable
                                                                     daylight scenes,       in detail to that
                                                                     such ambient           produced by 4,000
                                                                     lighting must not      edges or 1, 000
                                                                     ``washout'' the        surfaces for
                                                                     displayed visual       daylight and 4,000
                                                                     scene nor fall below   lightpoints for
                                                                     5 foot-lamberts (17    night and dusk
                                                                     cd/m \2\) of light     scenes, 6 foot-
                                                                     as reflected from an   lamberts (20 cd/m
                                                                     instrument approach    \2\) of light
                                                                     plate at knee height   measures at the
                                                                     at both pilots'        pilot's eye position
                                                                     station. These         (highlight
                                                                     requirements are       brightness) and a
                                                                     applicable to any      display which is
                                                                     level of simulator     free of apparent
                                                                     equipped with a        quantization and
                                                                     ``daylight'' visual    other distracting
                                                                     system.                visual effects while
                                                                                            the simulator is in
                                                                                            motion.
    (1) The simulator visual        ......  ......  ......  ......  A raster-drawn         A 1[deg] spot
     system must provide a minimum                                   pattern must be        photometer is used
     contrast ratio of 5:1.                                          displayed that fills   to measure the
                                                                     the entire visual      brightness values.
                                                                     scene (3 or more
                                                                     channels) consisting
                                                                     of a matrix of black
                                                                     and white squares no
                                                                     larger than 10[deg]
                                                                     and no smaller than
                                                                     5[deg] per square,
                                                                     with a white square
                                                                     having a minimum
                                                                     threshold value of 2
                                                                     foot-lamberts, or 7
                                                                     cd/m \2\ in the
                                                                     center of each
                                                                     channel. The
                                                                     contrast ratio is
                                                                     the numerical value
                                                                     of the brightness
                                                                     measures for the
                                                                     center (white)
                                                                     square divided by
                                                                     the brightness value
                                                                     for any adjacent
                                                                     (dark) square.
    (2) The simulator visual        ......  ......  ......  ......  The test must use the  A 1[deg] spot
     system must provide a                                           full pattern           photometer is used
     highlight brightness of not                                     described above,       to measure the
     less than six (6) foot-                                         measuring the          brightness values.
     lamberts (20 cd/m \2\).                                         brightness of a
                                                                     white square,
                                                                     superimposed
                                                                     completely with a
                                                                     highlighted area
                                                                     covering the square.
                                                                     Use of calligraphic
                                                                     capabilities to
                                                                     enhance raster
                                                                     brightness is
                                                                     acceptable; however,
                                                                     individual light
                                                                     points or light
                                                                     point arrays are not
                                                                     acceptable.

[[Page 60449]]

 
w. The simulator must provide       ......  ......  ......  ......  A demonstration is
 special weather representations                                     required for initial
 of light, medium, and heavy                                         and recurrent
 precipitation near a thunderstorm                                   evaluations.
 on takeoff and during approach                                      Representations need
 and landing.                                                        only be present at
                                                                     and below an
                                                                     altitude of 22,000
                                                                     ft. (610 m) above
                                                                     the airport surface
                                                                     and within 10 miles
                                                                     (16 km) of the
                                                                     airport.
x. The simulator must present       ......  ......  ......  ......  A demonstration is
 visual scenes of wet and snow-                                      required for initial
 covered landing areas, including                                    and recurrent
 lighting reflections for wet                                        evaluations.
 conditions, partially obscured
 lights for snow conditions, or
 suitable alternative effects.
y. The simulator must present       ......  ......  ......  ......  A demonstration is
 realistic color and                                                 required for initial
 directionality of all landing                                       and recurrent
 area lighting.                                                      evaluations.
-----------------------------------
         8. Sound System.
a. The simulator must provide       ......      X       X       X
 cockpit sounds that result from
 pilot actions that correspond to
 those that occur in the
 helicopter.
b. The simulator must accurately    ......  ......      X       X   An SOC is required. A
 simulate the sound of                                               demonstration is
 precipitation, windshield wipers,                                   required for initial
 and other significant helicopter                                    and recurrent
 noises perceptible to the pilot                                     evaluations.
 during normal operations, and
 include the sound of a crash
 (when the simulator is landed in
 an unusual attitude or in excess
 of the structural gear
 limitations); normal engine and
 thrust reversal sounds; and the
 sounds of flap, gear, and spoiler
 extension and retraction.
c. The simulator must provide       ......  ......  ......      X   Simulator performance
 realistic amplitude and frequency                                   must be recorded and
 of cockpit noises and sounds.                                       must be compared to
                                                                     amplitude and
                                                                     frequency of the
                                                                     same sounds recorded
                                                                     in the helicopter.
                                                                     These results must
                                                                     be made a part of
                                                                     the QTG. These
                                                                     noises and sounds
                                                                     must include, at
                                                                     least, the sound of
                                                                     precipitation,
                                                                     windshield wipers,
                                                                     engine, and airframe
                                                                     sounds. When
                                                                     appropriate, the
                                                                     sounds must be
                                                                     coordinated with the
                                                                     weather
                                                                     representations
                                                                     required in
                                                                     paragraph 4.w.
----------------------------------------------------------------------------------------------------------------

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

1. General

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

Begin QPS Requirements

a. Test Requirements.

    (1) The ground and flight tests required for qualification are 
listed in the following Table of Objective Tests. Computer generated 
simulator test results must be provided for each test. If a flight 
condition or operating condition is required for the test but which 
does not apply to the helicopter being simulated or to the 
qualification level sought, it may be disregarded (for example: an 
engine out missed approach for a single-engine helicopter; a hover 
test for a Level B simulator; etc.). Each test result is compared 
against Flight Test Data described in Sec.  60.13, and Paragraph 9 
in the main body of 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 a multi-
channel recorder, line printer, or other appropriate recording 
device acceptable to the NSPM. Time histories are required unless 
otherwise indicated in the Table of Objective Tests. All results 
must be labeled using the tolerances and units given.
    (2) The Table of Objective Tests 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 aerodynamic modeling and acquisition/
development of reference data are often inexact. All tolerances 
listed in the following tables are applied to simulator performance. 
When two tolerance values are given for a parameter, the less 
restrictive may be used unless otherwise indicated.

[[Page 60450]]

    (3) Certain tests included in this attachment must be supported 
with a Statement of Compliance and Capability (SOC). In the 
following tabular listing of simulator tests, requirements for SOC's 
are indicated in the ``Test Details'' column.
    (4) When operational or engineering judgment is used in making 
assessments for flight test data applications for simulator 
validity, such judgment must not be limited to a single parameter. 
For example, data that exhibit rapid variations of the measured 
parameters may require interpolations or a ``best fit'' data 
selection. All relevant parameters related to a given maneuver or 
flight condition must be provided to allow overall interpretation. 
When it is difficult or impossible to match simulator to helicopter 
data throughout a time history, differences must be justified by 
providing a comparison of other related variables for the condition 
being assessed.
    (5) Unless noted otherwise, simulator tests must represent 
helicopter performance and handling qualities at operating weights 
and centers of gravity (CG) typical of normal operation. If a test 
is supported by helicopter data at one extreme weight or CG, another 
test supported by helicopter data at mid-conditions or as close as 
possible to the other extreme must be included, except as may be 
authorized by the NSPM. Tests of handling qualities must include 
validation of augmentation devices.
    (6) When comparing the parameters listed to those of the 
helicopter, sufficient data must also be provided to verify the 
correct flight condition and helicopter configuration changes. For 
example: to show that control force is within +/-0.5 pounds (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. For example: 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 clearly annotated as to indicated, calibrated, etc., and like 
values used for comparison.
    (7) The QTG provided by the sponsor must describe clearly and 
distinctly how the simulator will be set up and operated for each 
test. Overall integrated testing of the simulator must be 
accomplished to assure that the total simulator system meets the 
prescribed standards; i.e., it is not acceptable to test only each 
simulator subsystem independently. A manual test procedure with 
explicit and detailed steps for completion of each test must also be 
provided.
    (8) In those cases where the objective test results authorize a 
``snapshot'' result in lieu of a time-history result, the sponsor 
must ensure that a steady state condition exists from 5 seconds 
prior to, through 2 seconds after, the instant of time captured by 
the ``snapshot.''
    (9) For previously qualified simulators, the tests and 
tolerances of this appendix may be used in subsequent recurrent 
evaluations for any given test providing the sponsor has submitted a 
proposed MQTG revision to the NSPM and has received NSPM approval.
    (10) Motion System Tests:
    (a) The minimum excursions, accelerations, and velocities for 
pitch, roll, and yaw must be measurable about a single, common 
reference point and must be achieved by driving one degree of 
freedom at a time.
    (b) The minimum excursions, accelerations, and velocities for 
heave, sway, and surge may be measured about different but 
identifiable reference points and must also be achieved by driving 
one degree of freedom at a time.
    (11) Simulators for 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 
form failure states, validation of the effect of the failure is 
necessary. For those performance and static handling qualities tests 
where the primary concern, in the unaugmented configuration, is 
control position, 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 to between the sponsor and the NSPM on a case-by-case basis.
    (12) For highly augmented helicopters using helicopter hardware 
(i.e., ``helicopter modular controllers'') in the simulator cockpit, 
some tests will not be required. Those tests are annotated in the 
``Additional Requirements'' column. However, in these cases the 
sponsor must supply a statement that the helicopter hardware meets 
and will continue to meet the appropriate manufacturer's 
specifications and the sponsor must have supporting information to 
that fact available for NSPM review.

End QPS Requirements

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

Begin Information

b. Discussion

    (1) 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.
    (2) 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 paragraph 4, Motion 
System, in the following table).

End Information

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

                                                                Table of Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                         QPS requirements
----------------------------------------------------------------------------------------------------------------------------------
                                                                                       Simulator level                               Information notes
               Test                       Tolerance          Flight conditions  ----------------------------     Test details
                                                                                   A      B      C      D
--------------------------------------------------------------------------------------------------------------------------------------------------------
          2. Performance
       a. Engine Assessment
(1) Start Operations:
    (a) Engine start and            Light Off Time--+/-    Ground with the       .....     X      X      X   Record each engine
     acceleration (transient).       10% or +/-1 sec.,      Rotor Brake Used                                  start from the
                                     Torque--+/-5%, Rotor   and Not Used.                                     initiation of the
                                     Speed--+/-3%, Fuel                                                       start sequence to
                                     Flow--+/-10%, Gas                                                        steady state idle
                                     Generator Speed--+/-                                                     and from steady
                                     5%, Power Turbine                                                        state idle to
                                     Speed--+/-5%, Gas                                                        operating RPM.
                                     Turbine Temp.--+/-
                                     30[deg]C.
    (b) Steady State Idle and       Torque--+/-3%, Rotor   Ground..............  .....     X      X      X   Record both steady
     Operating RPM conditions.       Speed--+/-1.5%, Fuel                                                     state idle and
                                     Flow--+/-5%, Gas                                                         operating RPM
                                     Generator Speed--+/-                                                     conditions. May be
                                     2%, Power Turbine                                                        a series of
                                     Speed--+/-2%,                                                            snapshot tests.
                                     Turbine Gas Temp--+/-
                                     20[deg]C.
(2) Power Turbine Speed Trim......  +/-10% of total        Ground..............  .....     X      X      X   Record engine
                                     change of power                                                          response to trim
                                     turbine speed.                                                           system actuation in
                                                                                                              both directions.

[[Page 60451]]

 
(3) Engine and Rotor Speed          Torque--+/-5%, Rotor   Climb, descent......  .....     X      X      X   Record results using
 Governing.                          Speed--1.5%.                                                             a step input to the
                                                                                                              collective. May be
                                                                                                              conducted
                                                                                                              concurrently with
                                                                                                              climb and descent
                                                                                                              performance tests.
       b. Ground Operations
(1) Minimum Radius Turn...........  +/-3 ft. (0.9m) or     Ground..............  .....     X      X      X   If brakes are used,
                                     20% of helicopter                                                        brake force must be
                                     turn radius.                                                             matched to the
                                                                                                              helicopter flight
                                                                                                              test value..
(2) Rate of Turn vs. Pedal          +/-10% or +/-2d[deg]/  Ground Takeoff......  .....     X      X      X
 Deflection or Nosewheel Angle.      sec. Turn Rate.
(3) Taxi..........................  Pitch Angle--+/-       Ground..............  .....     X      X      X   Record results for
                                     1.5[deg], Torque--+/-                                                    control position
                                     3%, Longitudinal                                                         and pitch attitude
                                     Control Position--+/-                                                    during ground taxi
                                     5%, Lateral Control                                                      for a specific
                                     Position--+/-5%,                                                         ground speed, wind
                                     Directional Control                                                      speed and
                                     Position--+/-5%,                                                         direction, and
                                     Collective Control                                                       density altitude.
                                     Position--+/-5%.
(4) Brake Effectiveness...........  +/-10% of time and     Ground..............  .....     X      X      X
                                     distance.
            c. Takeoff
(1) Engines.......................  Airspeed--+/-3 kt,     Ground Takeoff and    .....     X      X      X   Record results of
                                     Altitude--+/-20ft      Initial Segment of                                takeoff flight path
                                     (6.1m), Torque--+/-    Climb.                                            as appropriate to
                                     3%, Rotor Speed--+/-                                                     helicopter model
                                     1.5%, Vertical                                                           simulated (running
                                     Velocity--+/-100 fpm                                                     takeoff for Level
                                     (0.50m/sec) or 10%                                                       B, takeoff from a
                                     Pitch Attitude--+/-                                                      hover for Level C
                                     1.5[deg], Bank                                                           and D). For Level
                                     Attitude--+/-2[deg],                                                     B, the criteria
                                     Heading--+/-2[deg],                                                      apply only to those
                                     Longitudinal Control                                                     segments at
                                     Position--+/-10%,                                                        airspeeds above
                                     Lateral Control                                                          effective
                                     Position--+/-10%,                                                        translational lift.
                                     Directional Control                                                      Results must be
                                     Position--+/-10%,                                                        recorded from the
                                     Collective Control                                                       initiation of the
                                     Position--+/-10%.                                                        takeoff to at least
                                                                                                              200 ft (61m) AGL.
(2) One Engine Inoperative........  Airspeed--+/-3 kt,     Ground/Takeoff; and   .....     X      X      X   Record takeoff
                                     Altitude--+/-20 ft     Initial Segment of                                flight path as
                                     (6.1m), Torque--+/-    Climb.                                            appropriate to
                                     3%, Rotor Speed--+/-                                                     helicopter model
                                     1.5%, Vertical                                                           simulated. Results
                                     Velocity--+/-100 fpm                                                     must be recorded
                                     (0.50m/sec) or 10%,                                                      from the initiation
                                     Pitch Attitude--+/-                                                      of the takeoff to
                                     1.5[deg], Bank                                                           at least 200 ft
                                     Attitude--+/-2[deg],                                                     (61m) AGL.
                                     Heading--+/-2[deg],
                                     Longitudinal Control
                                     Position--+/-10%
                                     Lateral Control
                                     Position--+/-10%,
                                     Directional Control
                                     Position--+/-10%,
                                     Collective Control
                                     Position--+/-10%.
             d. Hover
Performance.......................  Torque--+/-3%, Pitch   In Ground Effect      .....  .....     X      X   Record results for
                                     Attitude--+/-          (IGE); and Out of                                 light and heavy
                                     1.5[deg], Bank         Ground Effect (OGE).                              gross weights. May
                                     Attitude--+/-                                                            be a series of
                                     1.5[deg],                                                                snapshot tests.
                                     Longitudinal Control
                                     Position--+/-5%,
                                     Lateral Control
                                     Position--+/-5%,
                                     Directional Control
                                     Position--+/-5%,
                                     Collective Control
                                     Position--+/-5%.
         e. Vertical Climb
Performance.......................  Vertical Velocity--+/- From OGE Hover......  .....  .....     X      X   Record results for
                                     100 fpm (0.50m/sec)                                                      light and heavy
                                     or +/-10%,                                                               gross weights. May
                                     Directional Control                                                      be a series of
                                     Position--+/-5%,                                                         snapshot tests.
                                     Collective Control
                                     Position--+/-5%.
          f. Level Flight
Performance and Trimmed Flight      Torque--+/-3%, Pitch   Cruise (Augmentation  .....     X      X      X   Record results for
 Control Positions.                  Attitude--+/-          On and Off).                                      two gross weight
                                     1.5[deg], Sideslip                                                       and CG combinations
                                     Angle--+/-2[deg],                                                        with varying trim
                                     Longitudinal Control                                                     speeds throughout
                                     Position--+/-5%,                                                         the airspeed
                                     Lateral Control                                                          envelope. May be a
                                     Position--+/-5%,                                                         series of snapshot
                                     Directional Control                                                      tests.
                                     Position-+/-5%,
                                     Collective Control
                                     Position--+/-5%.

[[Page 60452]]

 
             g. Climb
Performance and Trimmed Flight      Vertical Velocity--+/- All engines           .....     X      X      X   Record results for
 Control Positions.                  100 fpm (61m/sec) or   operating; One                                    two gross weight
                                     +/-10%, Pitch          engine inoperative;                               and CG
                                     Attitude--+/-          Augmentation                                      combinations. The
                                     1.5[deg], Sideslip     System(s) On and                                  data presented must
                                     Angle--+/-2[deg],      Off.                                              be for normal climb
                                     Longitudinal Control                                                     power conditions.
                                     Position--+/-5%                                                          May be a series of
                                     Lateral Control                                                          snapshot tests.
                                     Position--+/-5%,
                                     Directional Control
                                     Position--+/-5%,
                                     Collective Control
                                     Position--+/-5%.
            h. Descent
(1) Descent Performance and         Torque--+/-3%, Pitch   At or near 1,000 fpm  .....     X      X      X   Results must be
 Trimmed Flight Control Positions.   Attitude--+/-          rate of descent                                   recorded for two
                                     1.5[deg], Sideslip     (RoD) at normal                                   gross weight and CG
                                     Angle--+/-2[deg],      approach speed.                                   combinations. May
                                     Longitudinal Control   Augmentation                                      be a series of
                                     Position--+/-5%        System(s) On and                                  snapshot tests.
                                     Lateral Control        Off.
                                     Position--+/-5%,
                                     Directional Control
                                     Position--+/-5%,
                                     Collective Control
                                     Position--+/-5%.
(2) Autorotation Performance and    Torque--+/-3%, Pitch   Steady descents.      .....     X      X      X   Record results for    .....................
 Trimmed Flight Control Positions.   Attitude--+/-          Augmentation                                      two gross weight
                                     1.5[deg], Sideslip     System(s) On and                                  conditions. Data
                                     Angle--+/-2[deg],      Off.                                              must be recorded
                                     Longitudinal Control                                                     for normal
                                     Position--+/-5%,                                                         operating RPM.
                                     Lateral Control                                                          (Rotor speed
                                     Position--+/-5%,                                                         tolerance applies
                                     Directional Control                                                      only if collective
                                     Position--+/-5%,                                                         control position is
                                     Collective Control                                                       full down.) Data
                                     Position--+/-5.                                                          must be recorded
                                                                                                              for speeds from
                                                                                                              approximately 50
                                                                                                              kts. through at
                                                                                                              least maximum glide
                                                                                                              distance airspeed.
                                                                                                              May be a series of
                                                                                                              snapshot tests.
          i. Autorotation
Entry.............................  Rotor Speed--+/-3%,    Cruise; or Climb....  .....  .....     X      X   Record results of a
                                     Pitch Attitude--+/-                                                      rapid throttle
                                     2[deg], Roll                                                             reduction to idle.
                                     Attitude--+/-3[deg],                                                     If the cruise
                                     Yaw Attitude--+/-                                                        condition is
                                     5[deg], Airspeed--+/-                                                    selected,
                                     5 kts. Vertical                                                          comparison must be
                                     Velocity--+/-200 fpm                                                     made for the
                                     (1.00 m/sec) or 10%.                                                     maximum range
                                                                                                              airspeed. If the
                                                                                                              climb condition is
                                                                                                              selected,
                                                                                                              comparison must be
                                                                                                              made for the
                                                                                                              maximum rate of
                                                                                                              climb airspeed at
                                                                                                              or near maximum
                                                                                                              continuous power.
            j. Landing
(1) All Engines...................  Airspeed--+/-3 kts.,   Approach............  .....     X      X      X   Record results of     .....................
                                     Altitude--+/-20 ft.                                                      the approach and
                                     (6.1 m), Torque--+/-                                                     landing profile as
                                     3%, Rotor Speed--+/-                                                     appropriate to the
                                     1.5%, Pitch                                                              helicopter model
                                     Attitude--+/-                                                            simulated (running
                                     1.5[deg], Bank                                                           landing for Level
                                     Attitude--+/-                                                            B, or approach to a
                                     1.5[deg], Heading--+/                                                    hover for Levels C
                                     -2[deg],                                                                 and D). For Level
                                     Longitudinal Control                                                     B, the criteria
                                     Position--+/-10%,                                                        apply only to those
                                     Lateral Control                                                          segments at
                                     Position--+/-10%,                                                        airspeeds above
                                     Directional Control                                                      effective
                                     Position--+/-10%,                                                        translational lift.
                                     Collective Control
                                     Position--+/-10%.
(2) One Engine Inoperative........  Airspeed-+/-3 kts.,    Approach............  .....     X      X      X   Record results for
                                     Altitude-+/-20 ft.                                                       both Category A and
                                     (6.1m), Torque--+/-                                                      Category B
                                     3%, Rotor Speed-+/-                                                      approaches and
                                     1.5, Pitch                                                       landing as
                                     Attitude-+/-                                                             appropriate to
                                     1.5[deg], Bank                                                           helicopter model
                                     Attitude-+/-                                                             simulated. For
                                     1.5[deg], Heading-+/-                                                    Level B, the
                                     2[deg], Longitudinal                                                     criteria apply only
                                     Control Position-+/-                                                     to those segments
                                     10%, Lateral Control                                                     at airspeeds above
                                     Position-+/-10%,                                                         effective
                                     Directional Control                                                      translational lift.
                                     Position-+/-10%,
                                     Collective Control
                                     Position-+/-10%..

[[Page 60453]]

 
(B) Balked Landing................  Airspeed-+/-3 kts,     Approach............  .....     X      X      X   Record the results
                                     Altitude -+/-20 ft.                                                      for the maneuver
                                     (6.1m), Torque-+/-                                                       initiated from a
                                     3%, Rotor Speed-+/-                                                      stablized approach
                                     1.5%, Pitch Atitude-                                                     at the landing
                                     +/-1.5[deg], Bank                                                        decision point
                                     Attitude-+/-                                                             (LDP).
                                     1.5[deg], Heading-+/-
                                     2[deg], Longitudinal
                                     Control Position-+/-
                                     10%, Lateral Control
                                     Position-+/-10%,
                                     Directional Control
                                     Position-+/-10%.
                                     Collective Control
                                     Position-+/-10%.
(4) Autorotational Landing........  Torque-+/-3%, Rotor    Landing.............  .....  .....     X      X   Record the results
                                     Speed-+/-3%,                                                             of an
                                     Vertical Velocity-+/-                                                    autorotational
                                     100 fpm (0.50m/sec)                                                      deceleration and
                                     or 10%, Pitch                                                            landing from a
                                     Attitude-+/-2[deg],                                                      stabilized
                                     Bank Attitude-+/-                                                        autorotational
                                     2[deg], Heading--+/-                                                     descent, to touch
                                     5[deg], Longitudinal                                                     down.
                                     Control Position-+/-
                                     10%, Lateral Control
                                     Position-+/-10%,
                                     Directional Control
                                     Position-+/-10%,
                                     Collective Control
                                     Position-+/-10%.
      3. HANDLING QUALITIES.
   a. Control System Mechanical
         Characteristics.
-----------------------------------
For simulators requiring Static or  .....................  ....................  .....  .....  .....  .....  ....................  Contact the NSPM for
 Dynamic tests at the controls                                                                                                      clarificaiton of any
 (ie., cyclic, collective, and                                                                                                      issue regarding
 pedal), special test fixtures                                                                                                      helicopters with
 will not be required during                                                                                                        reversible controls
 initial or upgrade evaluations if
 the sponsor's QTG/MQTG shows both
 test fixture results and the
 results of an alternative
 approach, such as computer plots
 produced concurrently, that show
 satisfactory agreement. Repeat of
 the alternative method during the
 initial or upgrade evaluaiton
 would then satisfy this test
 requirement. For initial and
 upgrade evaluaitons, the control
 dynamic characteristics must be
 measured at and recorded directly
 from the cockpit controls, and
 must be accomplished in hover,
 climb, cruise, and autorotation.
(1) Cyclic........................  Breakout--+/-0.25      Ground; Static        .....     X      X      X   Record results for
                                     lbs. (0.112 daN) or    conditions. Trim On                               an uninterrupted
                                     25%; Force--+/-1.0     and Off. Friction                                 control sweep to
                                     lb. (0.224 daN) or     Off Augmentation On                               the stops. (This
                                     10%.                   and Off.                                          test does not apply
                                                                                                              if aircraft
                                                                                                              hardware modular
                                                                                                              controllers are
                                                                                                              used.).
-----------------------------------
(2) Collective/Pedals.............  Breakout--+/-0.5 lbs.  Ground; Static        .....     X      X      X   Record results for
                                     (0.224 daN) or 25%;    conditions. Trim On                               an uninterrupted
                                     Force--+/-1.0 lb.      and Off. Friction                                 control sweep to
                                     (0.224 daN) or 10%.    Off. Augmentation                                 the stops..
                                                            On and Off.
-----------------------------------
(3) Brake Pedal Force vs. Position  +/-5 lbs. (2.224 daN)  Ground; Static        .....     X      X      X
                                     or 10%.                conditions.
-----------------------------------
(4) Trim System Rate (all           Rate--+/-10%.........  Ground; Static        .....     X      X      X   The tolerance
 applicable systems).                                       conditions. Trim                                  applies to the
                                                            On, Friction Off.                                 recorded value of
                                                                                                              the trim rate.
-----------------------------------

[[Page 60454]]

 
(5) Control Dynamics (all axes)...  +/-10% of time for     Hover/Cruise, Trim    .....  .....     X      X   Results must be       Control Dynamics for
                                     first zero crossing    On, Friction Off.                                 recorded for a        irreversible control
                                     and +/-10 (N+1)% of                                                      normal control        systems may be
                                     period thereafter, +/                                                    displacement in       evaluated in a
                                     -10 of amplitude of                                                      both directions in    ground/static
                                     first overshoot, 20%                                                     each axis             condition. Refer to
                                     of amplitude of 2nd                                                      (approximately 25%    paragraph 5 of this
                                     and subsequent                                                           to 50% of full        attachment for
                                     overshoots greater                                                       throw).               additional
                                     than 5% of initial                                                                             information. ``N''
                                     displacement, +/-1                                                                             is the sequential
                                     overshoot.                                                                                     period of a full
                                                                                                                                    cycle of
                                                                                                                                    oscillation.
-----------------------------------
(6) Freeplay......................  +/-0.10 in...........  Ground; Static        .....     X      X      X   Record and compare
                                                            conditions.                                       results for all
                                                                                                              controls.
-----------------------------------
b. Low Airspeed Handling
 Qualities:
-----------------------------------
    (1) Trimmed Flight Control      Torque--+/-3% Pitch    Transitional Flight   .....  .....     X      X   Record results for
     Positions.                      Attitude--+/-          IGE-Sideward,                                     several airspeed
                                     1.5[deg] Bank          rearward, and                                     increments to the
                                     Attitude--+/-2[deg]    forawrd flight.                                   translational
                                     Longitudinal Control   Augmentation On and                               airspeed limits and
                                     Position--+/-5%        Off.                                              for 45 kts. forward
                                     Lateral Control                                                          airspeed. May be a
                                     Position--+/-5%                                                          series of snapshot
                                     Directional Control                                                      tests.
                                     Position--+/-5%
                                     Collective Control
                                     Position--+/-5%.
-----------------------------------
    (2) Critical Azimuth..........  Torque--+/-3% Pitch    Stationary Hover      .....  .....     X      X   Record results for
                                     Attitude++/-           Augmentation On and                               three relative wind
                                     1.5[deg], Bank         Off.                                              directions
                                     Attitude--+/-2[deg],                                                     (including the most
                                     Longitudinal Control                                                     critical case) in
                                     Position--+/-5%,                                                         the critical
                                     Lateral Control                                                          quadrant. May be a
                                     Position--+/-5%,                                                         series of snapshot
                                     Directional Control                                                      tests.
                                     Position--+/-5%,
                                     Collective Control
                                     Position--+/-5%.
-----------------------------------
    (3) Control Response:
        (a) Longitudinal..........  Pitch Rate--+/-10% or  Hover Augmentation    .....  .....     X      X   Record results for a
                                     +/-2[deg]/sec. Pitch   On and Off.                                       step control input.
                                     Attitude Change--+/-                                                     The Off-axis
                                     10% or 1.5[deg].                                                         response must show
                                                                                                              correct trend for
                                                                                                              unaugmented cases..
-----------------------------------
        (b) Lateral...............  Roll Rate--+/-10% or   Hover Augmentation    .....  .....     X      X   Record results for a
                                     +/-3[deg]/sec. Roll    On and Off.                                       step control input.
                                     Attitude Change--+/-                                                     The Off-axis
                                     10% or +/-3[deg].                                                        response must show
                                                                                                              correct trend for
                                                                                                              unaugmented cases.
-----------------------------------
        (c) Directional...........  Yaw Rate--+/-10% or +/ Hover Augmentation    .....  .....     X      X   Record results for a
                                     -2[deg]/sec. Heading   On and Off..                                      step control input.
                                     Change--+/-10% or +/-                                                    The Off-axis
                                     2[deg].                                                                  response must show
                                                                                                              correct trend for
                                                                                                              unaugmented cases.
-----------------------------------
        (d) Vertical..............  Normal Acceleration--  Hover...............  .....  .....     X      X   Record results for a
                                     +/-0.1.                                                                  step control input.
                                                                                                              The Off-axis
                                                                                                              response must show
                                                                                                              correct trend for
                                                                                                              unaugmented cases.
-----------------------------------

[[Page 60455]]

 
c. Longitudinal Handling
 Qualities:
-----------------------------------
    (1) Control Response..........  Pitch Rate--+/-10% or  Cruise Augmentation   .....     X      X      X   Results must be
                                     +/-2[deg]/sec.,        On and Off.                                       recorded for two
                                     Pitch Attitude                                                           cruise airspeeds to
                                     Change--+/-10% or +/-                                                    include minimum
                                     1.5[deg].                                                                power required
                                                                                                              speed. Record data
                                                                                                              for a step control
                                                                                                              input. The Off-axis
                                                                                                              response must show
                                                                                                              correct trend for
                                                                                                              unaugmented cases.
-----------------------------------
    (2) Static Stability..........  Longitudinal Control   Cruise or Climb.      .....     X      X      X   Record results for a
                                     Position: +/-10% of    Autorotation.                                     minimum of two
                                     change from trim or    Augmentation On and                               speeds on each side
                                     +/-0.25 in. (6.3 mm)   Off.                                              of the trim speed.
                                     or Longitudinal                                                          May be a series of
                                     Control Force: +/-                                                       snapshot tests.
                                     0.5lb. (0.223 daN)
                                     or +/-10%.
-----------------------------------
    (3) Dynamic Stability:
        (a) Long Term Response....  +/-10% of calculated   Cruise Augmentation   .....     X      X      X   Record results for
                                     period, +/-10% of      On and Off.                                       three full cycles
                                     time to \1/2\ or                                                         (6 overshoots after
                                     double amplitude, or                                                     input completed) or
                                     +/-0.02 of damping                                                       that sufficient to
                                     ratio.                                                                   determine time to
                                                                                                              \1/2\ or double
                                                                                                              amplitude,
                                                                                                              whichever is less.
                                                                                                              For non-periodic
                                                                                                              responses, the time
                                                                                                              history must be
                                                                                                              matched.
        (b) Short Term Response...  +/-1.5[deg] Pitch or   Cruise or Climb.      .....     X      X      X   Record results for
                                     +/-2[deg]/sec. Pitch   Augmentation On and                               at least two
                                     Rate. +/-0.1 g         Off.                                              airspeeds.
                                     Normal Acceleration.
-----------------------------------
    (4) Maneuvering Stability.....  Longitudinal Control   Cruise or Climb.      .....     X      X      X   Record results for
                                     Position--+/-10% of    Augmentation On and                               at least two
                                     change from trim or    Off..                                             airspeeds. Record
                                     +/-0.25 in. (6.3 mm)                                                     results for
                                     or Longitudinal                                                          Approximately
                                     Control Forces--+/-                                                      30[deg]-45[deg]
                                     0.5 lb. (0.232 daN)                                                      bank angle. The
                                     or +/-10%.                                                               force may be shown
                                                                                                              as a cross plot for
                                                                                                              irreversible
                                                                                                              systems. May be a
                                                                                                              series of snapshot
                                                                                                              tests.
-----------------------------------
    (5) Landing Gear Operating      +/-1 sec.............  Takeoff (Retraction)  .....     X      X      X
     Times.                                                 Approach
                                                            (Extension).
-----------------------------------
d. Lateral and Directional
 Handling Qualities:
    (1) Control Response
        (a) Lateral...............  Roll Rate--+/-10% or   Cruise Augmentation   .....     X      X      X   Record results for
                                     +/-3[deg]/sec., Roll   On and Off.                                       at least two
                                     Attitude Change--+/-                                                     airspeeds,
                                     10% or +/-3[deg].                                                        including the speed
                                                                                                              at or near the
                                                                                                              minimum power
                                                                                                              required airspeed.
                                                                                                              Record results for
                                                                                                              a step control
                                                                                                              input. The Off-axis
                                                                                                              response must show
                                                                                                              correct trend for
                                                                                                              unaugmented cases.
        (b) Directional...........  Yaw Rate--+/-10% or +/ Cruise Augmentation   .....     X      X      X   Record data for at
                                     -2[deg]/sec., Yaw      On and Off.                                       least two
                                     Attitude Change--+/-                                                     Airspeeds,
                                     10% or +/-2[deg].                                                        including the speed
                                                                                                              at or near the
                                                                                                              minimum power
                                                                                                              required airspeed.
                                                                                                              Record results for
                                                                                                              a step control
                                                                                                              input. The Off-axis
                                                                                                              response must show
                                                                                                              correct trend for
                                                                                                              unaugmented cases.
-----------------------------------

[[Page 60456]]

 
    (2) Directional Static          Lateral Control        Cruise; or Climb      .....     X      X      X   Record results for    This is a steady
     Stability.                      Position--+/-10% of    (may use Descent                                  at least two          heading sideslip
                                     change from trim or    instead of Climb if                               sideslip angles on    test.
                                     +/-0.25 in, (6.3 mm)   desired),                                         either side of the
                                     or Lateral Control     Augmentation On and                               trim point. The
                                     Force--+/-0.5 lb.      Off.                                              force may be shown
                                     (0.223 daN) or 10%,                                                      as a cross plot for
                                     Roll Attitude--+/-                                                       irreversible
                                     1.5, Directional                                                         systems. May be a
                                     Control Position--+/-                                                    series of snapshot
                                     10% of change from                                                       tests.
                                     trim or +/-0.25 in.
                                     (6.3 mm) or
                                     Directional Control
                                     Force--+/-1 lb.
                                     (0.448 daN) or 10%.,
                                     Longitudinal Control
                                     Position--+/-10% of
                                     change from trim or
                                     +/-0.25 in. (6.3
                                     mm), Vertical
                                     Velocity--+/-100 fpm
                                     (0.50m/sec) or 10%.
-----------------------------------
    (3) Dynamic Lateral and
     Directional Stability:
        (a) Lateral--Directional    +/-0.5 sec. or +/-10%  Cruise or Climb.      .....     X      X      X   Record results for
         Oscillations.               of period, +/-10% of   Augmentation On/Off.                              at least two
                                     time to \1/2\ or                                                         airspeeds. The test
                                     double amplitude of                                                      must be initiated
                                     +/-0.02 of damping                                                       with a cyclic or a
                                     ratio, +/-20% or +/-                                                     pedal doublet
                                     1 sec of time                                                            input. Record
                                     difference between                                                       results for six
                                     peaks of bank and                                                        full cycles (12
                                     sideslip.                                                                overshoots after
                                                                                                              input completed) or
                                                                                                              that sufficient to
                                                                                                              determine time to
                                                                                                              \1/2\ or double
                                                                                                              amplitude,
                                                                                                              whichever is less.
                                                                                                              For non-periodic
                                                                                                              response, the time
                                                                                                              history must be
                                                                                                              matched.
        (b) Spiral Stability......  Correct Trend, +/-     Cruise or Climb       .....     X      X      X   Record the results
                                     2[deg] bank or +/-     Augmentation On and                               of a release from
                                     10% in 20 sec.         Off.                                              pedal only or
                                                                                                              cyclic only turns.
                                                                                                              Results must be
                                                                                                              recorded from turns
                                                                                                              in both directions.
        (c) Adverse/Proverse Yaw..  Correct Trend, +/-     Cruise or Climb       .....     X      X      X   Record the time
                                     2[deg] transient       Augmentation On and                               history of initial
                                     sideslip angle.        Off.                                              entry into cyclic
                                                                                                              only turns, using
                                                                                                              only a moderate
                                                                                                              rate for cyclic
                                                                                                              input. Results must
                                                                                                              be recorded for
                                                                                                              turns in both
                                                                                                              directions.
-----------------------------------
4. Motion System:
    a. Motion Envelope:
    (1) Pitch
    (a) Displacement--
        TBD[deg]..................  .....................  ....................  .....     X
        +/-25[deg]................  .....................  ....................  .....  .....     X      X
    (b) Velocity--
        TBD[deg]/sec..............  .....................  ....................  .....     X
        +/-20[deg]/sec............  .....................  ....................  .....  .....     X      X
    (c) Acceleration--
        TBD[deg]/sec \2\..........  .....................  ....................  .....     X
        +/-100[deg]/sec \2\.......  .....................  ....................  .....  .....     X      X
-----------------------------------
    (2) Roll
    (a) Displacement--
        TBD[deg]..................  .....................  ....................  .....     X
        +/-25[deg]................  .....................  ....................  .....  .....     X      X
    (b) Velocity--
        TBD[deg]/sec..............  .....................  ....................  .....     X
        +/-20[deg]/sec............  .....................  ....................  .....  .....     X      X
    (c) Acceleration--
        TBD[deg]/sec \2\..........  .....................  ....................  .....     X
        +/-100[deg]/sec \2\.......  .....................  ....................  .....  .....     X      X
-----------------------------------
    (3) Yaw
    (a) Displacement--+/-25[deg]..  .....................  ....................  .....  .....     X      X
    (b) Velocity--+/-20[deg]/sec..  .....................  ....................  .....  .....     X      X
    (c) Acceleration--+/-100[deg]/  .....................  ....................  .....  .....     X      X
     sec \2\.

[[Page 60457]]

 
-----------------------------------
    (4) Vertical
    (a) Displacement--
        TBD in....................  .....................  ....................  .....     X
        +/-34 in..................  .....................  ....................  .....  .....     X      X
    (b) Velocity--
        TBD in....................  .....................  ....................  .....     X
        +/-24 in..................  .....................  ....................  .....  .....     X      X
    (c) Acceleration--
        TBD g.....................  .....................  ....................  .....     X   .....  .....  ....................  .....................
        +/-0.8 g..................  .....................  ....................  .....  .....     X      X   ....................  .....................
-----------------------------------
    (5) Lateral
    (a) Displacement--
        +/-45 in..................  .....................  ....................  .....  .....     X      X   ....................  .....................
    3(b) Velocity--
        +/-28 in/sec..............  .....................  ....................  .....  .....     X      X   ....................  .....................
    (c) Acceleration--
        +/-0.6 g..................  .....................  ....................  .....  .....     X      X   ....................  .....................
-----------------------------------
    (6) Longitudinal
    (a) Displacement--
        +/-34 in..................  .....................  ....................  .....  .....     X      X   ....................  .....................
    (b) Velocity--
        +/-28 in/sec..............  .....................  ....................  .....  .....     X      X   ....................  .....................
    (c) Acceleration--
        +/-0.6 g..................  .....................  ....................  .....  .....     X      X   ....................  .....................
    (7) Initial Rotational
     Acceleration Ratio. All axes:
        TBD[deg]/sec \2\/sec......  .....................  ....................  .....     X   .....  .....  ....................  .....................
    All axes:
        300[deg]/sec \2\/sec......  .....................  ....................  .....  .....     X      X   ....................  .....................
    (8) Initial Linear
     Acceleration Ratio
    (a) Vertical--
        +/-TBD g/sec..............  .....................  ....................  .....     X   .....  .....  ....................  .....................
        +/-6g/sec.................  .....................  ....................  .....  .....     X      X   ....................  .....................
    (b) Lateral--
        +/-3g/sec.................  .....................  ....................  .....  .....     X      X   ....................  .....................
-----------------------------------
    (c) Longtudial--
        +/-3g/sec.................  .....................  ....................  .....  .....  .....  .....  X...................  X
b. Frequency Response:
-----------------------------------
        Band, Hz Phase, deg.......  Amplitude Ratio, db..  ....................  .....     X      X      X   ....................  .....................
        0.10 to 0.5-15 to -20.....  +/-2.................  ....................  .....  .....  .....  .....  ....................  .....................
        0.51 to 1.0 -15 to -20....  +/-2.................  ....................  .....  .....  .....  .....  ....................  .....................
        1.1 to 2.0 -20 to -40.....  +/-4.................  ....................  .....  .....  .....  .....  ....................  .....................
        2.1 to 5.0 -20............  +/-4.................  ....................  .....  .....  .....  .....  ....................  .....................
c. Leg Balance:
-----------------------------------
    Leg Balance...................  1.5[deg].............  ....................  .....     X      X      X   The phase shift       .....................
                                                                                                              between a datum
                                                                                                              jack and any other
                                                                                                              jack must be
                                                                                                              measured using a
                                                                                                              heave (vertical)
                                                                                                              signal of 0.5 Hz.
                                                                                                              at +/-0.25 g.
-----------------------------------
d. Turn Around:
-----------------------------------
    Turn Around...................  0.05 g...............  ....................  .....     X      X      X   The motion base must
                                                                                                              be driven
                                                                                                              sinusoidally in
                                                                                                              heave through a
                                                                                                              displacement of 6
                                                                                                              inches (150 mm)
                                                                                                              peak to peak at a
                                                                                                              frequency of 0.5
                                                                                                              Hz. Deviation from
                                                                                                              the desired
                                                                                                              sinusoidal
                                                                                                              acceleration must
                                                                                                              be measured.
--------------------------------------------------------------------------------------------------------------------------------------------------------


[[Page 60458]]

Begin Information

5. 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 cockpit controls. Considerable effort is 
expended on helicopter feel system design in order to deliver a 
system with which pilots will be comfortable and consider the 
helicopter desirable to fly. In order for a simulator to be 
representative, it too must present the pilot with the proper feel; 
that of the respective helicopter
    b. Recordings such as free response to an impulse or step 
function are classically used to estimate the dynamic properties of 
electromechanical systems. In any case, it is only possible to 
estimate the dynamic 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 
simulator control loading system to the helicopter systems is 
essential. The required control feel dynamic tests are described in 
this attachment. This is usually accomplished by measuring the free 
response of the controls using a step or pulse input to excite the 
system.
    c. For helicopters with irreversible control systems, 
measurements may be obtained on the ground. However, proper pitot-
static inputs (if applicable) must be provided to represent 
conditions 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 must be submitted as justification 
for ground tests or for eliminating a configuration.
    (1) Control Dynamics Evaluations. The dynamic properties of 
control systems are often stated in terms of frequency, damping, and 
a number of other classical measurements which can be found in texts 
on control systems. In order to establish a consistent means of 
validating test results for simulator 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.
    (2) For Levels C and D Simulators. Tests to verify that control 
feel dynamics represent the helicopter show that the dynamic damping 
cycles (free response of the control) match that of the helicopter 
within the specified tolerances. An acceptable method of evaluating 
the response and the tolerance to be applied are described below for 
the underdamped and critically damped cases.
    d. Tolerances: (1) Underdamped Response. (a) Two measurements 
are required for the period, the time to first zero crossing (in 
case a rate limit is present) and the subsequent frequency of 
oscillation. It is necessary to measure cycles on an individual 
basis in case there are nonuniform periods in the response. Each 
period will be independently compared to the respective period of 
the helicopter control system and, consequently, will enjoy the full 
tolerance specified for that period.
    (b) The damping tolerance will be applied to overshoots on an 
individual basis. Care must be taken when applying the tolerance to 
small overshoots since the significance of such overshoots becomes 
questionable. Only those overshoots larger than 5 percent of the 
total initial displacement will be considered significant. The 
residual band, labeled T(Ad) on Figure 1 of this 
attachment is +/-5 percent of the initial displacement amplitude 
Ad from the steady state value of the oscillation. 
Oscillations within the residual band are considered insignificant. 
When comparing simulator data to helicopter data, the process would 
begin by overlaying or aligning the simulator and helicopter steady 
state values and then comparing amplitudes of oscillation peaks, the 
time of the first zero crossing, and individual periods of 
oscillation. To be satisfactory, the simulator would show the same 
number of significant overshoots to within one when compared against 
the helicopter data. This procedure for evaluating the response is 
illustrated in Figure 1 of this attachment.
    (2) Critically Damped and Overdamped Response. Due to the nature 
of critically damped responses (no overshoots), the time to reach 90 
percent of the steady state (neutral point) value should be the same 
as the helicopter within +/-10 percent. The simulator response must 
be critically damped also. Figure 2 of this attachment illustrates 
the procedure.
    (3) (a) The following summarizes the tolerances, T, for an 
illustration of the referenced measurements (See Figures 1 and 2 of 
this attachment):

    T(P0) +/-10% of P0
    T(P1) +/-20% of P1
    T(A) +/-10% of A1, +/-20% of Subsequent Peaks
    T(Ad) +/-10% of Ad = Residual Band
    Overshoots +/-1

    (b) In the event the number of cycles completed outside of the 
residual band, and thereby significant, exceeds the number depicted 
in figure 1 of this attachment, the following tolerances (T) will 
apply:
    T(Pn) +/-10%(n+1)% of Pn, where ``n'' is 
the next in sequence.
BILLING CODE 4910-13-P

[[Page 60459]]

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[GRAPHIC] [TIFF OMITTED] TP25SE02.043

6. Motion Cue Repeatability Testing.

    a. The motion system characteristics in the Table of Objective 
Tests address basic system capability, but not pilot cueing 
capability. Until there is an objective procedure for determination 
of the motion cues necessary to support pilot tasks and stimulate 
the pilot response which occurs in a helicopter for the same tasks, 
motion systems will continue to be ``tuned'' subjectively. Having 
tuned a motion system, however, it is important to involve a test to 
ensure that the system continues to perform as originally qualified. 
Any motion performance change from the initially qualified baseline 
can be measured objectively.
    b. An objective assessment of motion performance change is 
accomplished at lease annually using the following testing 
procedure:
    (1) The current performance of the motion system is assessed by 
comparison with the initial recorded test data.
    (2) The parameters to be recorded are the outputs of the motion 
drive algorithms and the jack position transducers.

[[Page 60460]]

    (3) The test input signals are inserted at an appropriate point 
prior to the integrations in the equations of motion (see figure 3 
of this attachment).
    (4) The characteristics of the test signal (see figure 4 of this 
attachment) are adjusted to ensure that the motion is exercised 
through approximately 2/3 of the maximum displacement capability in 
each axis. The time segment T0--T1 , must be 
of sufficient duration to ensure steady initial conditions.
BILLING CODE 4910-13-P
[GRAPHIC] [TIFF OMITTED] TP25SE02.044

[GRAPHIC] [TIFF OMITTED] TP25SE02.045

BILLING CODE 4910-13-C
    NOTE: If the simulator weight changes for any reason (i.e., 
visual change, or structural change), then the motion system 
baseline performance repeatability tests must be rerun and the new 
results used for future comparison.
-----------------------------------------------------------------------

End Information

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

1. Discussion

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

Begin Information

    a. The subjective tests and the examination of functions provide 
a basis for evaluating the capability of the FTD to perform over a 
typical utilization period; determining that the FTD satisfactorily 
meets the appropriate training/testing/checking objectives and 
competently simulates each required maneuver, procedure, or task; 
and verifying

[[Page 60461]]

correct operation of the FTD controls, instruments, and systems. The 
items in the list of operations tasks are for FTD evaluation 
purposes only. They must not be used to limit or exceed the 
authorizations for use of a given level of FTD as found in the 
Practical Test Standards or as may be approved by the TPAA. All 
items in the following paragraphs are subject to an examination of 
function.
    b. The List of Operations Tasks addressing pilot functions and 
maneuvers is divided by flight phases. All simulated helicopter 
systems functions will be assessed for normal and, where 
appropriate, alternate operations. Normal, abnormal, and emergency 
operations associated with a flight phase will be assessed during 
the evaluation of maneuvers or events within that flight phase.
    c. Systems to be evaluated are listed separately under ``Any 
Flight Phase'' to ensure appropriate attention to systems checks. 
Operational navigation systems (including inertial navigation 
systems, global positioning systems, or other long-range systems) 
and the associated electronic display systems will be evaluated if 
installed. The NSP pilot will include in his report to the TPAA, the 
effect of the system operation and any system limitation.
    d. At the request of the TPAA, the NSP Pilot may assess the FTD 
for a special aspect of a sponsor's training program during the 
functions and subjective portion of an evaluation. Such an 
assessment may include a portion of a Line Oriented Flight Training 
(LOFT) scenario or special emphasis items in the sponsor's training 
program. Unless directly related to a requirement for the 
qualification level, the results of such an evaluation would not 
necessarily affect the qualification of the FTD.

End Information

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2. List of Operations Tasks

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

Begin QPS Requirements

    The NSP pilot, or the pilot designated by the NSPM, will 
evaluate the FTD in the following Operations Tasks, as applicable to 
the helicopter and FTD level, using the sponsor's approved manuals 
and checklists.

a. Preparation for Flight

    (1) Preflight. Accomplish a functions check of all switches, 
indicators, systems, and equipment at all cockpit crewmembers' and 
instructors' stations, and determine that the cockpit design and 
functions are identical to that of the helicopter simulated.
(2) APU/Engine start and run-up.
    (a) Normal start procedures.
    (b) Alternate start procedures.
    (c) Abnormal starts and shutdowns (hot start, hung start, etc.)
    (d) Rotor engagement.
    (e) System checks.
    (f) Other.

b. Takeoff

(1) Normal.
    (a) From ground.
    (b) From hover.
    (i) Cat A.
    (ii) Cat B.
    (c) Running.
    (d) Crosswind/tailwind.
    (e) Maximum performance.
    (f) Instrument.
(2) Abnormal/emergency procedures:
    (a) Takeoff with engine failure after critical decision point 
(CDP).
    (i) Cat A.
    (ii) Cat B.
    (b) Other

A. Climb

(1) Normal.
(2) One engine inoperative.
(3) Other.

d. Cruise

(1) Performance.
(2) Flying qualities.
(3) Turns.
    (a) Timed.
    (b) Normal.
    (c) Steep.
(4) Accelerations and decelerations.
(5) High speed vibrations.
(6) Abnormal/emergency procedures, for example:
    (a) Engine fire.
    (b) Engine failure.
    (c) Inflight engine shutdown and restart.
    (d) Fuel governing system failures.
    (e) Directional control malfunction.
    (f) Hydraulic failure.
    (g) Stability system failure.
    (h) Rotor vibrations.
    (i) Other.

e. Descent

(1) Normal.
(2) Maximum rate.
(3) Other.

f. Approach

(1) Non-precision.
    (a) All engines operating.
    (b) One or more engines inoperative.
    (c) Approach procedures:
    (i) NDB
    (ii) VOR, RNAV, TACAN
    (iii) ASR
    (iv) Helicopter only.
    (v) Other.
    (d) Missed approach.
    (i) All engines operating.
    (ii) One or more engines inoperative.
(2) Precision.
    (a) All engines operating.
    (b) One or more engines inoperative.
    (c) Approach procedures:
    (i) PAR
    (ii) MLS
    (iii) ILS
    (iv) Manual (raw data).
    (v) Flight director only.
    (vi) Autopilot coupled.
    (A) Cat I
    (B) Cat II
    (vii) Other.
    (d) Missed approach.
    (i) All engines operating.
    (ii) One or more engines inoperative.
    (iii) Stability system failure.
    (e) Other

g. Any Flight Phase

(1) Helicopter and powerplant systems operation.
    (a) Air conditioning.
    (b) Anti-icing/deicing.
    (c) Auxiliary power plant.
    (d) Communications.
    (e) Electrical.
    (f) Fire detection and suppression
    (g) Stabilizer.
    (h) Flight controls.
    (i) Fuel and oil.
    (j) Hydraulic.
    (k) Landing gear.
    (l) Oxygen.
    (m) Pneumatic.
    (n) Powerplant.
    (o) Flight control computers.
    (p) Stability and control augmentation.
    (q) Other.
(2) Flight management and guidance system.
    (a) Airborne radar.
    (b) Automatic landing aids.
    (c) Autopilot.
    (d) Collision avoidance system.
    (e) Flight data displays.
    (f) Flight management computers.
    (g) Head-up displays.
    (h) Navigation systems.
    (i) Other.
(3) Airborne procedures.
    (a) Holding.
    (b) Air hazard avoidance.
    (c) Retreating blade stall recovery.
    (d) Mast bumping.
    (e) Other.

h. Engine Shutdown and Parking

(1) Engine and systems operation.
(2) Parking brake operation.
(3) Rotor brake operation.
(4) Abnormal/emergency procedures.

3. FTD Systems

a. Instructor Operating Station (IOS)

(1) Power switch(es).
(2) Helicopter conditions.
    (a) Gross weight, center of gravity, fuel loading and 
allocation, etc.
    (b) Helicopter systems status.
    (c) Ground crew functions (e.g., external power connections, 
push back, etc.)
    (d) Other.
(3) Airports or Landing Areas.
    (a) Number and selection.
    (b) Runway or landing area selection.
    (c) Landing surface condition (e.g., rough, smooth, icy, wet, 
dry, etc.)
    (d) Preset positions (e.g. ramp, gate, 1 for takeoff, 
takeoff position, over FAF, etc.)
    (e) Lighting controls.
    (f) Other.
(4) Environmental controls.
    (a) Temperature.
    (b) Climate conditions (e.g., ice, snow, rain, etc.).
    (c) Wind speed and direction.
    (d) Other.
(5) Helicopter system malfunctions.
    (a) Insertion/deletion.
    (b) Problem clear.
    (c) Other
(6) Locks, freezes, and repositioning.
    (a) Problem (all) freeze / release.
    (b) Position (geographic) freeze / release.
    (c) Repositioning (locations, freezes, and releases).
    (d) Two times or one-half ground speed control.

[[Page 60462]]

    (e) Other
(7) Remote IOS.
(8) Other.

b. Sound Controls. On/off/rheostat

c. Control Loading System. On/off/emergency stop.

d. Observer Stations.

(1) Position.
(2) Adjustments.

End QPS Requirements 10

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Attachment 4 to Appendix C to Part 60--Definitions and Abbreviations

1. Definitions

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

Begin Regulatory Language (14 CFR Part 1 and Sec. 60.3)

(From Part 1--Definitions)

    Flight simulation device (FSD) means a flight simulator or a 
flight training device.
    Flight simulator means a full size replica of a specific type or 
make, model, and series aircraft cockpit. It includes the assemblage 
of equipment and computer programs necessary to represent the 
aircraft in ground and flight operations, a visual system providing 
an out-of-the-cockpit view, a system that provides cues at least 
equivalent to those of a three-degree-of-freedom motion system, and 
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 standards (QPS) for a specific 
qualification level.
    Flight training device (FTD) means a full size replica of 
aircraft instruments, equipment, panels, and controls in an open 
flight deck area or an enclosed aircraft cockpit replica. It 
includes the equipment and computer programs necessary to represent 
the aircraft or set of aircraft 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 
qualification level.

(From Part 60--Definitions)

    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.
    Flight test data. Actual aircraft performance data obtained by 
the aircraft manufacturer (or other supplier of data acceptable to 
the NSPM) during an aircraft flight test program.
    FSD Directive. A document issued by the FAA to an FSD sponsor, 
requiring a modification to the FSD due to a recognized safety-of-
flight issue and amending the qualification basis for the FSD.
    Master Qualification Test Guide (MQTG). The FAA-approved 
Qualification Test Guide with the addition of the FAA-witnessed 
test, performance, or demonstration results, applicable to each 
individual FSD.
    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 the NSPM .
    Objective test. A quantitative comparison of simulator 
performance data to actual or predicted aircraft performance data to 
ensure FSD performance is within the tolerances prescribed in the 
QPS.
    Predicted data. Aircraft performance data derived from sources 
other than direct physical measurement of, or flight tests on, the 
subject aircraft. Predicted data may include engineering analysis 
and simulation, design data, wind tunnel data, estimations or 
extrapolations based on existing flight test data, or data from 
other models.
    Qualification level. The categorization of the FSD, based on its 
demonstrated technical and operational capability as set out in the 
QPS.
    Qualification Performance Standard (QPS). The collection of 
procedures and criteria published by the FAA to be used when 
conducting objective tests and subjective tests, including general 
FSD requirements, for establishing FSD qualification levels.
    Qualification Test Guide (QTG). The primary reference document 
used for evaluating an aircraft FSD. It contains test results, 
performance or demonstration results, statements of compliance and 
capability, the configuration of the aircraft simulated, and other 
information for the evaluator to assess the FSD against the 
applicable regulatory criteria.
    Set of aircraft. Aircraft that share similar handling and 
operating characteristics and similar operating envelopes and have 
the same number and type of engines or power plants.
    Sponsor. A certificate holder who seeks or maintains FSD 
qualification and is responsible for the prescribed actions as set 
out in this part and the QPS for the appropriate FSD and 
qualification level.
    Subjective test. A qualitative comparison to determine the 
extent to which the FSD performs and handles like the aircraft being 
simulated.
    Training Program Approval Authority (TPAA). A person authorized 
by the Administrator to approve the aircraft flight training program 
in which the FSD will be used.
    Upgrade. The improvement or enhancement of an FSD for the 
purpose of achieving a higher qualification level.

End Regulatory Language (14 CFR Part 1 and Sec. 60.3)

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

Begin QPS Requirements

    Airspeed--is calibrated airspeed unless otherwise specified and 
is expressed in terms of nautical miles per hour (knots).
    Altitude--is pressure altitude (meters or feet) unless specified 
otherwise.
    Automatic Testing--is simulator testing wherein all stimuli are 
under computer control.
    Bank--is the helicopter attitude with respect to or around the 
longitudinal axis, or roll angle (degrees).
    Breakout--is the force required at the pilot's primary controls 
to achieve initial movement of the control position.
    Closed Loop Testing--is a test method for which the input 
stimuli are generated by controllers which drive the simulator to 
follow a pre-defined target response.
    Computer Controlled Helicopter--is a helicopter where all pilot 
inputs to the control surfaces are transferred and augmented by 
computers.
    Control Sweep--is movement of the appropriate pilot controller 
from neutral to an extreme limit in one direction (Forward, Aft, 
Right, or Left), a continuous movement back through neutral to the 
opposite extreme position, and then a return to the neutral 
position.
    Convertible Flight Simulator--is a simulator in which hardware 
and software can be changed so that the simulator becomes a replica 
of a different model, usually of the same type helicopter. The same 
simulator platform, cockpit shell, motion system, visual system, 
computers, and necessary peripheral equipment can thus be used in 
more than one simulation.
    Critical Engine Parameter--is the parameter which is the most 
accurate measure of propulsive force.
    Deadband--is the amount of movement of the input for a system 
for which there is no reaction in the output or state of the system 
observed.
    Distance--is the length of space between two points and is 
expressed in terms of nautical miles unless specified otherwise.
    Driven--is a test method where the input stimulus or variable is 
positioned by automatic means, generally a computer input.
    Free Response--is the response of the simulator after completion 
of a control input or disturbance.
    Frozen--is a test condition where one or more variables are held 
constant with time.
    Fuel used--is the amount or mass of fuel used (kilograms or 
pounds).
    Ground Effect--is the change in aerodynamic characteristics due 
to modification of the air flow past the aircraft caused by the 
proximity of the earth's surface to the helicopter.
    Hands Off--is a test maneuver conducted or completed without 
pilot control inputs.
    Hands On--is a test maneuver conducted or completed with pilot 
control inputs as required.
    Heave--is simulator movement with respect to or along the 
vertical axis.
    Height--is the height above ground level (or AGL) expressed in 
meters or feet.
    Integrated Testing--is testing of the simulator such that all 
helicopter system models are active and contribute appropriately to 
the results where none of the models used are substituted with 
models or other algorithms intended for testing only.
    Irreversible Control System--is a control system in which 
movement of the control surface will not backdrive the pilot's 
control in the cockpit.
    Locked--is a test condition where one or more variables are held 
constant with time.
    Manual Testing--is simulator testing wherein the pilot conducts 
the test without computer inputs except for initial setup and all 
modules of the simulation are active.
    Medium--is the normal operational weight for a given flight 
segment.

[[Page 60463]]

    Nominal--is the normal operational weight, configuration, speed, 
etc., for the flight segment specified.
    Non-Normal Control--is a term used in reference to Computer 
Controlled Helicopters and is the state where one or more of the 
intended control, augmentation, or protection functions are not 
fully working. NOTE: Specific terms such as ALTERNATE, DIRECT, 
SECONDARY, BACKUP, etc., may be used to define an actual level of 
degradation.
    Normal Control--is a term used in reference to Computer 
Controlled Helicopters and is the state where the intended control, 
augmentation, and protection functions are fully working.
    Pitch--is the helicopter attitude with respect to or around the 
lateral axis expressed in degrees.
    Power Lever Angle--is the angle of the pilot's primary engine 
control lever(s) in the cockpit. This may also be referred to as 
PLA, THROTTLE, or POWER LEVER.
    Protection Functions--are systems functions designed to protect 
a helicopter from exceeding its flight maneuver limitations.
    Pulse Input--is a step input to a control followed by an 
immediate return to the initial position.
    Reversible Control System--is a control system in which movement 
of the control surface will backdrive the pilot's control in the 
cockpit.
    Roll--is the helicopter attitude with respect to or around the 
longitudinal axis expressed in degrees.
    Sideslip--is the angular difference between the helicopter 
heading and the direction of movement in the horizontal plane.
    Simulation Data--are the various types of data used by the 
simulator manufacturer and the applicant to design, manufacture, and 
test the simulator.
    Simulator Approval--is the extent to which a simulator may be 
used by a certificate holder as authorized by the FAA. It takes 
account of helicopter to simulator differences and the training 
ability of the organization.
    Simulator Latency--is the additional time beyond that of the 
response time of the helicopter due to the response of the 
simulator.
    Snapshot--is a presentation of one or more variables at a given 
instant of time.
    Source Data--are, for the purpose of this document, performance, 
stability and control, and other necessary test parameters 
electrically or electronically recorded in a helicopter using a 
calibrated data acquisition system of sufficient resolution and 
verified as accurate by the company performing the test to establish 
a reference set of relevant parameters to which like simulator 
parameters can be compared.
    Statement of Compliance and Capability (SOC)--is a declaration 
that specific requirements have been met. It must declare that 
compliance with the requirement is achieved and explain how the 
requirement is met (e.g., gear modeling approach, coefficient of 
friction sources, etc.). It must also describe the capability of the 
simulator to meet the requirement (e.g., computer speed, visual 
system refresh rate, etc.). In doing this, the statement must 
provide references to needed sources of information for showing 
compliance, rationale to explain how the referenced material is 
used, mathematical equations and parameter values used, and 
conclusions reached.
    Step Input--is an abrupt control input held at a constant value.
    Surge--is simulator movement with respect to or along the 
longitudinal axis.
    Sway--is simulator movement with respect to or along the lateral 
axis.
    Time History--is a presentation of the change of a variable with 
respect to time.
    Training Program Approval Authority (TPAA)--is the person who 
exercises authority on behalf of the Administrator in approving the 
aircraft flight training program for the appropriate helicopter in 
which the simulator will be used. This person is the principal 
operations inspector (POI) for programs approved under 14CFR parts 
63, 121, 125, or 135; or the training center program manager (TCPM) 
for programs approved under part 141 or 142.
    Transport Delay or ``Throughput''--is the total simulator system 
processing time required for an input signal from a pilot primary 
flight control until motion system, visual system, or instrument 
response. It is the overall time delay incurred from signal input 
until output response. It does not include the characteristic delay 
of the helicopter simulated.
    Validation Data--are data used to determine if the simulator 
performance corresponds to that of the helicopter.
    Validation Test--is a test by which simulator parameters are 
compared to the relevant validation data.
    Visual System Response Time--is the interval from a control 
input to the completion of the visual display scan of the first 
video field containing the resulting different information.
    Yaw--is helicopter attitude with respect to or around the 
vertical axis expressed in degrees.

End QPS Requirements

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2. Abbreviations

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

Begin QPS Requirements

AFM--Approved Flight Manual.
AGL--Above Ground Level (meters or feet).
AOA--Angle of Attack (degrees).
APD--Aircrew Program Designee.
CCA--Computer Controlled Aircraft.
cd/m \2\--candela/meter \2\, 3.4263 candela/m \2\ = 1 ft-Lambert.
CFR--Code of Federal Regulations.
cm(s)--centimeter, centimeters.
daN--decaNewtons, one (1) decaNewton = 2.27 pounds.
deg(s)--degree, degrees.
DOF--Degrees-of-freedom
EPR--Engine Pressure Ratio.
FAA--Federal Aviation Administration (U.S.).
ft--foot/feet, 1 foot = 0.304801 meters.
ft-Lambert--foot-Lambert, 1 ft-Lambert = 3.4263 candela/m \2\.
fpm--feet per minute.
g--Acceleration due to Gravity (meters or feet/sec \2\ ); 1g = 9.81 
m/sec \2\ or 32.2 feet/sec \2\.
G/S--Glideslope.
IATA--International Airline Transport Association.
ICAO--International Civil Aviation Organization.
ILS--Instrument Landing System.
IQTG--International Qualification Test Guide.
km--Kilometers 1 km = 0.62137 Statute Miles.
kPa--KiloPascal (Kilo Newton/Meters2). 1 psi = 6.89476 kPa.
Kts--Knots calibrated airspeed unless otherwise specified, 1 knot = 
0.5148 m/sec or 1.689 ft/sec.
lb(s)--pound(s), one (1) pound = 0.44 decaNewton.
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.
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.
nm--Nautical Mile(s) 1 Nautical Mile = 6,080 feet.
NN--NON-NORMAL CONTROL Used in reference to Computer Controlled 
Aircraft.
NWA--Nosewheel Angle (degrees).
PAPI--Precision Approach Path Indicator System.
Pf--Impact or Feel Pressure, often expressed as ``q.''.
PLA--Power Lever Angle.
PLF--Power for Level Flight.
psi--pounds per square inch.
QPS--Qualification Performance Standard.
RAE--Royal Aerospace Establishment.
R/C--Rate of Climb (meters/sec or feet/min).
R/D--Rate of Descent (meters/sec or feet/min).
REIL--Runway End Identifier Lights.
RVR--Runway Visual Range (meters or feet).
s--second(s).
sec(s)--second, seconds.
sm--Statute Mile(s) 1 Statute Mile = 5,280 feet.
SOC--Statement of Compliance and Capability.
Tf--Total time of the flare maneuver duration.
Ti--Total time from initial throttle movement until a 10% response 
of a critical engine parameter.
TIR--Type Inspection Report.
T/O--Takeoff.
Tt--Total time from Ti to a 90% increase or decrease in the power 
level specified.
VASI--Visual Approach Slope Indicator System.
VGS--Visual Ground Segment.
Vmc--Minimum Control Speed.
Vmca--Minimum Control Speed in the air.

[[Page 60464]]

Vmcg--Minimum Control Speed on the ground.
Vmcl--Minimum Control Speed--Landing.
Vmu--The speed at which the last main landing gear leaves the 
ground.
Vr--Rotate Speed.
Vs--Stall Speed or minimum speed in the stall.
WAT--Weight, Altitude, Temperature.

End QPS Requirements 11

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Attachment 5 to Appendix C to Part 60--Sample Documents

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

Begin Information

Table of Contents

Title of Sample

Figure 1. Sample Letter of Request
Figure 2. Sample Qualification Test Guide Cover Page
Figure 3. Sample FTD Information Page
Figure 4. Sample Statement of Qualification
Figure 4A. Sample Statement of Qualification; Configuration List
Figure 4B. Sample Statement of Qualification; Qualified/Non-
Qualified Tasks
Figure 5. Sample Recurrent Evaluation Requirements Page
Figure 6. Sample Request for Initial, Upgrade, or Reinstatement 
Evaluation Date
Figure 7. Sample MQTG Index of Effective FSD Directives

End Information

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BILLING CODE 4910-13-P

[[Page 60465]]

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[[Page 60466]]


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[[Page 60467]]


[GRAPHIC] [TIFF OMITTED] TP25SE02.048

    Note to Figure 3: Information in Figure 3 must be updated and 
kept current with any modifications or changes made to the FTD and 
reflected on the log of revisions and the list of effective pages.

[[Page 60468]]

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[[Page 60469]]


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[[Page 60470]]


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[[Page 60471]]


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[[Page 60472]]


[GRAPHIC] [TIFF OMITTED] TP25SE02.053


[[Page 60473]]


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[[Page 60474]]


[GRAPHIC] [TIFF OMITTED] TP25SE02.055


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[GRAPHIC] [TIFF OMITTED] TP25SE02.056


[[Page 60476]]


[GRAPHIC] [TIFF OMITTED] TP25SE02.057

BILLING CODE 4910-13-C

Attachment 6 to Appendix C to Part 60--Record of FSD Directives

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

Begin QPS Requirements

    When the FAA determines that modification of an FTD is necessary 
for safety reasons, all affected FTDs must be modified accordingly, 
regardless of the original qualification standards applicable to any 
specific FTD.
    a. A copy of the notification to the sponsor from the TPAA or 
NSPM that a modification is necessary will be filed in and 
maintained as part of this appendix.
    b.The effective FSD Directives, including the date of the 
directive, the direction to make these changes, and the date of 
completion of any resulting modification must be maintained in a 
separate section of the MQTG and index accordingly. The MQTG must 
also be updated to include the information described in Sec.  
60.15(b)(4) as may be appropriate as a result of the FSD Directive. 
See Appendix 5 for a sample Index of Effective FSD Directives.

End QPS Requirements

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

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

    This appendix establishes the standards for Helicopter Flight 
Training Device (FTD) evaluation and qualification at one of the 
established levels. The Flight Standards Service, National Simulator 
Program (NSP) staff, under the direction of the NSP Manager (NSPM), 
is responsible for the development, application, and interpretation 
of the standards contained within this appendix.
    The procedures and criteria specified in this document will be 
used by the NSPM, or a person or persons assigned by the NSPM (e.g., 
FAA pilots and/or FAA aeronautical engineers, assigned to and 
trained under the direction of the NSP--referred to as NSP pilots or 
NSP engineers, other FAA personnel, etc.) when conducting helicopter 
FTD evaluations.

Table of Contents

1. Introduction.
2. Definitions.
3. Related Reading References.
4. Background [Reserved]
5. Quality Assurance Program.
6. Sponsor Qualification Requirements.
7. Additional Responsibilities of the Sponsor.
8. FTD Use.
9. FTD Objective Data Requirements.
10. Special Equipment and Personnel Requirements for Qualification 
of the FTD.
11. Initial (and Upgrade) Qualification Requirements.
12. Additional Qualifications for a Currently Qualified FTD.
13. Previously Qualified FTDs.
14. Inspection, Maintenance, and Recurrent Evaluation Requirements.
15. Logging FTD Discrepancies.
16. [Reserved]
17. Modifications to FTDs.
18. Operations with Missing, Malfunctioning, or Inoperative 
Components.
19. Automatic Loss of Qualification and Procedures for Restoration 
of Qualification.
20. Other Losses of Qualification and Procedures for Restoration of 
Qualification.
21. Recordkeeping and Reporting.
22. Applications, Logbooks, Reports, and Records: Fraud, 
Falsification, or Incorrect Statements.
23. [Reserved]
24. [Reserved]
25. [Reserved]
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--FTD Subjective Tests.
Attachment 4 to Appendix D to Part 60--Definitions and 
Abbreviations.
Attachment 5 to Appendix D to Part 60--Sample Documents.
Attachment 6 to Appendix D to Part 60--Record of FSD Directives.
-----------------------------------------------------------------------

[[Page 60477]]

1. Introduction

    a. This appendix contains background information as well as 
information that is either directive or guiding in nature. 
Information considered directive is described in this document in 
terms such as ``will,'' ``shall,'' and ``must,'' and means that the 
actions are mandatory. Guidance information is described in terms 
such as ``should,'' or ``may,'' and indicate actions that are 
desirable, permissive, or not mandatory and provide for flexibility.
    b. To assist the reader in determining what areas are directive 
or required and what areas are guiding or permissive--
    (1) The text in this appendix is contained within sections, 
separated by horizontal lines; headings associated with these 
horizontal lines will indicated that a particular section begins or 
ends. All of the text falls into one of three sections: a direct 
quote or a paraphrasing of the Part 60 rule language; additional 
requirements that are also regulatory but are found only in this 
appendix; and advisory or informative material.
    (2) The text presented between horizontal lines beginning with 
the heading ``Begin Rule Language'' and ending with the heading 
``End Rule Language,'' is a direct quote or is paraphrased from Part 
60 of the regulations. For example: the rule uses the terms ``flight 
simulation device (FSD)'' and ``aircraft;'' however, in this 
appendix the rule is paraphrased and the term ``simulator'' is used 
instead of FSD, and ``airplane'' is used instead of aircraft. 
Additionally, the rule uses the terms ``this part'' and 
``appropriate QPS;'' however, in this appendix the rule is 
paraphrased and the terms ``Part 60'' and ``this appendix,'' 
respectively, are used instead. (Definitions are not paraphrased or 
modified in any way.) For ease of referral, the Part 60 reference is 
noted at the beginning and the end of the bordered area.
    (3) The text presented between horizontal lines beginning with 
the heading ``Begin QPS Requirements'' and ending with the heading 
``End QPS Requirements,'' is also regulatory but is found only in 
this appendix.
    (4) The text presented between horizontal lines beginning with 
the heading ``Begin Information'' and ending with the heading ``End 
Information,'' is advisory or informative.
    5. The tables in this appendix have rows across the top of each 
table--
    (a) The data presented in columns under the heading ``QPS 
REQUIREMENTS'' is regulatory but is found only in this appendix.
    (b) The data presented in columns under the heading 
``INFORMATION'' is advisory or informative.
    Important Note: While this appendix contains quotes and 
paraphrasing directly from the rule, the reader is cautioned not to 
rely solely on this appendix for regulatory requirements regarding 
flight simulators. For regulatory references for airplane flight 
simulators, the reader is referred to paragraphs 3. a through h of 
this appendix.
    c. Questions regarding the contents of this publication should 
be sent to: U.S. Department of Transportation, Federal Aviation 
Administration, Flight Standards Service, National Simulator Program 
Staff, AFS-205, PO Box 20636, Atlanta, Georgia, 30320. Telephone 
contact numbers are: phone, 404-305-6100; fax, 404-305-6118. The 
National Simulator Program Internet Web Site address is: 
www.faa.gov/nsp. On this Web Site you will find an NSP personnel 
list with contact information, a list of qualified flight simulation 
devices, advisory circulars, a description of the qualification 
process, NSP policy, and an NSP ``In-Works'' section. Also linked 
from this site are additional information sources, handbook 
bulletins, frequently asked questions, a listing and text of the 
Federal Aviation Regulations, Flight Standards Inspector's 
handbooks, and other FAA links.
    d. The NSPM encourages the use of electronic media for 
communication and the gathering, storage, presentation, or 
transmission of any record, report, request, test, or statement 
required by this QPS provided the media used has adequate provision 
for security and is acceptable to the NSPM. The NSPM recommends 
inquiries on system compatibility prior to any such activity. 
Minimum System requirements may be found on the NSP Web Site.

End Information

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

2. Definitions

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

    See Attachment 4 of this appendix for a list of definitions and 
abbreviations. Attachment 4 of this appendix contains definitions 
directly quoted from Part 1 or Part 60, contained within a bordered 
area with Red-colored left hand columns, indicating they are quoted 
from 14 CFR Part 1 or Part 60 and are regulatory. Additional 
definitions and abbreviations used in reading and understanding this 
document are contained within bordered areas with Blue-colored left 
hand columns, indicating they are also regulatory but appear only 
within this document. For purposes of accuracy, the definitions 
listed are directly quoted, and are not paraphrased.

End Information

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

3. Related Reading References.

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

Begin Information

a. 14 CFR part 60
b. 14 CFR part 61.
c. 14 CFR part 63.
d. 14 CFR part 121.
e. 14 CFR part 125
f. 14 CFR part 135.
g. 14 CFR part 141
h. 14 CFR part 142
i. Advisory Circular (AC) 120-28C, Criteria for Approval of Category 
III Landing Weather Minima.
j. AC 120-29, Criteria for Approving Category I and Category II 
Landing Minima for part 121 operators.
k. AC 120-35B, Line Operational Simulations: Line-Oriented Flight 
Training, Special Purpose Operational Training, Line Operational 
Evaluation.
l. AC 120-41, Criteria for Operational Approval of Airborne Wind 
Shear Alerting and Flight Guidance Systems.
m. AC 120-57A, Surface Movement Guidance and Control System (SMGS).
n. AC 150/5300-13, Airport Design.
o. AC 150/5340-1G, Standards for Airport Markings.
p. AC 150/5340-4C, Installation Details for Runway Centerline 
Touchdown Zone Lighting Systems.
q. AC 150/5340-19, Taxiway Centerline Lighting System.
r. AC 150/5340-24, Runway and Taxiway Edge Lighting System.
s. AC 150/5345-28D, Precision Approach Path Indicator (PAPI) Systems
t. International Air Transport Association document, ``Flight 
Simulator Design and Performance Data Requirements,'' Fifth Edition 
(1996).
u. AC 29-2B, Flight Test Guide for Certification of Transport 
Category Rotorcraft.
v. AC 27-1A, Flight Test Guide for Certification of Normal Category 
Rotorcraft.
x. International Civil Aviation Organization (ICAO) Manual of 
Criteria for the Qualification of Flight Simulators, First Edition, 
1994 Doc 9625-AN/938.
y. Airplane Flight Simulator Evaluation Handbook, Volume I 
(February, 1995) and Volume II (July, 1996), The Royal Aeronautical 
Society, London, UK.
    z. FAA Publication FAA-S-8081 series (Practical Test Standards 
for Airline Transport Pilot Certificate, Type Ratings, Commercial 
Pilot, and Instrument Ratings).

End Information

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

4. Background [Reserved]

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

5. Quality Assurance Program

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

Begin Rule Language (Sec.  60.5)

    a. After [date 6 months after the effective date of the final 
rule], no sponsor may use or allow the use of or offer the use of an 
FTD for flightcrew member training or for obtaining flight 
experience to meet any requirement of this chapter unless the 
sponsor has established and follows a quality assurance (QA) 
program, acceptable to the NSPM, for the continuing surveillance and 
analysis of the sponsor's performance and effectiveness in providing 
a satisfactory FTD for use on a regular basis as described in the 
appropriate QPS.
    b. The QA program must provide a process for identifying 
deficiencies in the program and for documenting how the program will 
be changed to address these deficiencies.
    c. Whenever the NSPM finds that the QA program does not 
adequately address the procedures necessary to meet the requirements 
of this part, the sponsor must, after notification by the NSPM, 
change the program so the procedures meet the requirements of this 
part.
    d. Each sponsor of an FTD must identify to the NSPM and to the 
TPAA, by name, one individual, who is an employee of the

[[Page 60478]]

sponsor, to be the management representative (MR) and the primary 
contact point for all matters between the sponsor and the FAA 
regarding the qualification of that FTD as provided for in this 
part.

End Rule Language (Sec.  60.5)

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

Begin QPS Requirements

    e. The Director of Operations for a Part 119 certificate holder, 
the Chief Instructor for a Part 141 certificate holder, or the 
equivalent for a Part 142 or Flight Engineer School sponsor, must 
designate a management representative who has the responsibility and 
authority to establish and modify the sponsor's policies, practices, 
and procedures regarding the QA program for the recurring 
qualification of, and the day-to-day use of, each FTD.
    f. An acceptable Quality Assurance (QA) Program must contain a 
complete, accurate, and clearly defined written description of and/
or procedures for--
    (1) The method used by management to communicate the importance 
of meeting the regulatory standards contained in Part 60 and this 
QPS and the importance of establishing and meeting the requirements 
of a QA Program as defined in this paragraph f.
    (2) The method(s) used by management to determine that the 
regulatory standards and the QA program requirements are being met, 
and if or when not met, what actions are taken to correct the 
deficiency and prevent its recurrence.
    (3) The method used by management to determine that the sponsor 
is, on a timely and regular basis, presenting a qualified FTD.
    (4) The criteria for and a definition or description of the 
workmanship expected for normal upkeep, repair, parts replacement, 
modification, etc., on the FTD and how, when, and by whom such 
workmanship is determined to be satisfactorily accomplished.
    (5) The method used to maintain and control appropriate 
technical and reference documents, appropriate training records, and 
other documents for--
    (a) continuing FTD qualification; and
    (b) the QA program.
    (6) The criteria the sponsor uses (e.g., training, experience, 
etc.) to determine who may be assigned to duties of inspection, 
testing, and maintenance (preventive and corrective) on FTD's.
    (7) The method used to track inspection, testing, and 
maintenance (preventive and corrective) on each FTD.
    (8) The method used by the sponsor to inform the TPAA in advance 
of each scheduled NSPM-conducted evaluation and after the 
completion, the results of each such evaluation.
    (9) The method used to ensure that instructors, check airmen, 
and those who conduct the daily preflight, are capable of 
determining what circumstance(s) constitute(s) a discrepancy 
regarding the FTD and its operation.
    (10) The method used to ensure that instructors, check airmen, 
and those who conduct the daily preflight, record in the FTD 
discrepancy log each FTD discrepancy and each missing, 
malfunctioning, or inoperative FTD component.
    (11) The method used to ensure that instructors and check airmen 
are completely and accurately logging the number of disruptions and 
time not available for training or for obtaining flight experience 
during a scheduled FTD use-period, including the cause(s) of the 
disruption.
    (12) The method used by the sponsor to notify users of the FTD 
of missing, malfunctioning, or inoperative components that restrict 
the use of the FTD.
    (13) The method of recording NSPM-conducted evaluations and 
other inspections (e.g., daily preflight inspections, NASIP 
inspections, sponsor conducted quarterly inspections, etc.), 
including the evaluation or inspection date, test results, 
discrepancies and recommendations, and all corrective actions taken.
    (14) The method for ensuring that the FTD is configured the way 
the helicopter it represents is configured and that if the 
configuration is authorized to be changed that the newly configured 
system(s) function(s) correctly.
    (15) The method(s) for:
    (a) determining whether or not proposed modifications of the 
helicopter will affect the performance, handling, or other functions 
or characteristics of the helicopter; and
    (b) determining whether or not proposed modifications of the FTD 
will affect the performance, handling, or other functions or 
characteristics of the FTD;
    (c) coordinating and communicating items 5.f.(15)(a) and (b) of 
this appendix, as appropriate, with the sponsor's training 
organization, other users (e.g., lease or service contract users), 
the TPAA, and the NSPM.
    (16) How information found in the discrepancy log is used to 
correct discrepancies and how this information is used to review 
and, if necessary, modify existing procedures for FTD maintenance.
    (17) The method for how and when software or hardware 
modifications are accomplished and tracked, documenting all changes 
made from the initial submission.
    (18) The method used for determining that the FTD meets 
appropriate standards each day that it is used.
    (19) The method for acquiring independent feedback regarding FTD 
operation (from persons recently completing training or obtaining 
flight experience; instructors and check airmen using the FTD for 
training or flight experience sessions; and FTD technicians and 
maintenance personnel) including a description of the process for 
addressing these comments.
    (20) How devices used to test, measure, and monitor correct FTD 
operation are calibrated and adjusted for accuracy, including 
traceability of that accuracy to a recognized standard, and how 
these devices are maintained in good operating condition.
    (21) How, by whom, and how frequently internal audits of the QA 
program are conducted and where and how the results of such audits 
are maintained and reported to Responsible Management, the NSPM, and 
the TPAA.

End QPS Requirements

-----------------------------------------------------------------------
    g. Additional Information.

Begin Information

    (1) In addition to specifically designated QA evaluations, the 
NSPM will evaluate the sponsor's QA program as part of regularly 
scheduled recurrent FTD evaluations and no-notice FTD evaluations, 
focusing in large part on the effectiveness and viability of the QA 
program and its contribution to the overall capability of the FTD to 
meeting the requirements of this part.
    (2) The sponsor, through the MR, may delegate duties associated 
with maintaining the qualification of the FTD (e.g., corrective and 
preventive maintenance, scheduling for and the conducting of tests 
and/or inspections, functional preflight checks, etc.) but retains 
the responsibility and authority for the initial and day-to-day 
qualification and quality of the FTD. One person may serve in this 
capacity for more than one FTD, but one FTD would not have more than 
one person serving in this capacity.
    (3) Should a sponsor include a ``foreign FTD'' (i.e., one 
maintained by a non-US certificate holder) under their sponsorship, 
the sponsor remains responsible for the QA program for that FTD. 
However, if that foreign FTD is maintained under a QA program 
accepted by that foreign regulatory authority and that authority and 
the NSPM have agreed to accept each other's QA programs (e.g., the 
Joint Aviation Authorities, JAA, of Europe), the sponsor will be 
required only to perform an ``external audit'' of the non-US 
certificate holder's compliance with the accepted foreign QA 
program, with the results of that audit submitted to and accepted by 
the NSPM.

End Information

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

6. Sponsor Qualification Requirements

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

Begin Rule Language (Sec.  60.7)

    a. A person is eligible to apply to be a sponsor of an FTD if 
the following conditions are met:
    (1) The person holds, or is an applicant for, a certificate 
under part 119, 141, or 142 of this chapter; or holds, or is an 
applicant for, an approved flight engineer course in accordance with 
part 63 of this chapter.
    (2) The FTD will be used, or will be offered for use, in the 
sponsor's FAA-approved flight training program for the helicopter 
being simulated as evidenced in a request for evaluation submitted 
to the NSPM through the TPAA.
    b. A person is a sponsor of the FTD if the following conditions 
are met:
    (1) The person is a certificate holder under part 119, 141, or 
142 of this chapter or has an approved flight engineer course in 
accordance with part 63 of this chapter.
    (2) The person has operations specifications authorizing the use 
of the helicopter type being simulated by the FTD or has training 
specifications or a course of training authorizing the use of an FTD 
for that helicopter type.
    (3) The person has an approved quality assurance program in 
accordance with Sec.  60.5.

[[Page 60479]]

    (4) The NSPM has approved the person as the sponsor of the FTD 
and that approval has not been withdrawn by the FAA.
    c. A person continues to be a sponsor of an FTD, if the 
following conditions are met:
    (1) Beginning 12 calendar months after the initial qualification 
and every 12 calendar months thereafter, the FTD must have been used 
within the sponsor's FAA-approved flight training program for the 
helicopter type for a minimum of 600 hours.
    (2) The use of the FTD described in paragraph (c)(1) of this 
section must be dedicated to meeting the requirements of parts 61, 
63, 91, 121, or 135 of this chapter.
    (3) If the use requirements of paragraphs (c )(1) and (2) of 
this section are not met, the person will continue to sponsor the 
FTD on a provisional basis for a period not longer than 12 calendar 
months; and--
    (i) If the FTD is used as described in paragraphs (c )(1) and 
(2) of this section within this additional 12 calendar month period, 
the provisional status will be removed and regular sponsorship 
resumed; or
    (ii) If the FTD is not used as described in paragraphs (c)(1) 
and (2) of this section within the additional 12 calendar month 
period, the FTD is not qualified and the sponsor will not be 
eligible to apply to sponsor that FSD for at least 12 calendar 
months.

End Rule Language (Sec.  60.7)

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

7. Additional Responsibilities of the Sponsor

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

Begin Rule Language (Sec.  60.9)

    a. The sponsor must not allow the FTD to be used for flightcrew 
member training or evaluation or for attaining flight experience for 
the flightcrew member to meet any of the requirements under this 
chapter unless the sponsor, upon request, allows the NSPM to inspect 
immediately the FTD, including all records and documents relating to 
the FTD, to determine its compliance with this part.
    b. The sponsor must, for each FTD ``
    (1) Establish a mechanism for the following persons to provide 
comments regarding the FTD and its operation and provide for receipt 
of those comments:
    (i) Flightcrew members recently completing training or 
evaluation or recently obtaining flight experience in the FTD;
    (ii) Instructors and check airmen using the FTD for training, 
evaluation, or flight experience sessions; and
    (iii) FTD technicians and maintenance personnel performing work 
on the FTD.
    (2) Examine each comment received under paragraph (b)(1) of this 
section for content and importance and take appropriate action.
    (3) Maintain a liaison with the manufacturer of the helicopter 
being simulated by the FTD to facilitate compliance with Sec.  
60.13(f) when necessary.
    (4) Post in or adjacent to the FTD the Statement of 
Qualification issued by the NSPM.

End Rule Language (Sec.  60.9)

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

8. FTD Use

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

Begin Rule Language (Sec. 60.11)

    No person may use or allow the use of or offer the use of an FTD 
for meeting training, evaluation, or flight experience requirements 
of this chapter for flightcrew member certification or qualification 
unless, in accordance with the QPS for the specific device--
    a. It has a single sponsor who is qualified under Sec.  60.9. 
The sponsor may arrange with another person for services of document 
preparation and presentation, as well as FTD inspection, 
maintenance, repair, and servicing; however, the sponsor remains 
responsible for ensuring that these functions are conducted in a 
manner and with a result of continually meeting the requirements of 
this part.
    b. It is qualified as described in the Statement of 
Qualification that is required to be posted pursuant to Sec.  
60.9(b)(4)--
    (1) For the make, model, and series of helicopter; and
    (2) For all tasks and configurations.
    c. It remains qualified, through satisfactory inspection, 
recurrent evaluations, appropriate maintenance, and use requirements 
in accordance with this part and the appropriate QPS.
    d. Its software and active programming used during the training, 
evaluation, or flight experience is the same as the software and 
active programming that was evaluated by the NSPM.

End Rule Language (Sec.  60.11)

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

Begin QPS Requirements

    e. Only those FTDs that are used by a certificate holder (as 
defined for use in Part 60 and this QPS) 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.

End QPS Requirements

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

Begin Information

    f. Each FTD must be evaluated as completely as possible. To 
ensure a thorough and uniform evaluation, each FTD is subjected to 
the objective tests listed in attachment 2 and the subjective tests 
listed in attachment 3 of this appendix. The evaluation(s) described 
in this paragraph f herein will include, but not necessarily be 
limited to the following, as appropriate, for the qualification 
level of the FTD.
    (1) Aerodynamic responses, including control responses in the 
longitudinal, lateral-directional, and vertical directions; as well 
as low airspeed responses (see attachment 2 of this appendix);
    (2) Performance in authorized portions of the simulated 
helicopter's operating envelope, to include tasks suitable to the 
NSPM in the areas of ground operations, takeoff, climb, cruise, 
descent, approach, landing, and vertical climb, as well as abnormal 
and emergency operations (see paragraph 23 and attachment 2 of this 
appendix);
    (3) Control checks (see attachment 1 and attachment 2 of this 
appendix);
    (4) Cockpit configuration (see attachment 1 of this appendix);
    (5) Pilot and instructor station functions checks (see 
attachment 1 and attachment 3 of this appendix);
    (6) Helicopter, or set of helicopters, systems and sub-systems 
(as attachment) as compared to the helicopter or set of helicopters 
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 
complexity of the FTD 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.
    g. 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 are used to compare FTD and helicopter data 
objectively to ensure that the FTD performance and handling 
qualities are within specified tolerances.
    (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 meets the 
appropriate training/testing/checking objectives and competently 
simulates each required maneuver, procedure, or task; and
    (c) verifying correct operation of the FTD controls, 
instruments, and systems.
    h. The tolerances for the test parameters listed in attachment 2 
of this appendix are the maximum 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 
applicabletolerances for each test.
    i. In addition to the scheduled recurrent evaluation (see 
paragraph 13 of this appendix), each FTD is subject to evaluations 
conducted by the NSPM at any time with no 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 flightcrew member training, testing, 
or checking. However, if the FTD were being

[[Page 60480]]

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. While the intent is to observe the operation 
and interaction of the device and not the check airman, instructor, 
APD, FAA inspector, or student(s), the FTD evaluator is a qualified 
FAA operations inspector and must, without question, report any 
obvious lack of proficiency to the appropriate POI or TCPM.

End Information

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

9. FTD Objective Data Requirements

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

Begin Rule Language (Sec.  60.13)

    a. Except as provided in paragraph (b) and (c) of this section, 
for the purposes of validating FTD performance and handling 
qualities during evaluation for qualification, the sponsor must 
submit the helicopter manufacturer's flight test data to the NSPM.
    b. The sponsor may submit flight test data from a source in 
addition to or independent of the helicopter manufacturer's data to 
the NSPM in support of an FTD qualification, but only if this data 
is gathered and developed by that source in accordance with flight 
test methods, including a flight test plan, as described in the 
appropriate QPS.
    c. The sponsor may submit alternative data acceptable to the 
NSPM for consideration, approval and possible use in particular 
applications for FTD qualification.
    d. Data or other material or elements must be submitted in a 
form and manner acceptable to the NSPM.
    e. The NSPM may require additional flight testing to support 
certain FTD qualification requirements.
    f. When an FTD sponsor learns, or is advised by a helicopter 
manufacturer or supplemental type certificate (STC) holder, that an 
addition to, an amendment to, or a revision of the data used to 
program and operate an FTD used in the sponsor's training program is 
available, the sponsor must immediately notify the NSPM.

End Rule Language (Sec.  60.13)

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

Begin QPS Requirements

    g. 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, that contains:
    (a) The required maneuvers and procedures.
    (b) For each maneuver or procedure--
    (i) The procedures and control input the flight test pilot and/
or engineer are to use.
    (ii)B The atmospheric and environmental conditions.
    (iii)C The initial flight conditions.
    (iv)D The helicopter configuration, including weight and center 
of gravity.
    (v)E The data that is to be gathered.
    (vi)F Any other appropriate factors.
    (2) Appropriately qualified flight test personnel.
    (3) An understanding of the accuracy of the data to be gathered.
    (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.
    (5) Calibration of data acquisition equipment and helicopter 
performance instrumentation must be current and traceable to a 
recognized standard.
    h. The data presented, 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 attacment 2 of this appendix.
    (4) with any necessary guidance information provided; and
    (5) without alteration, adjustments, or bias; however the data 
may be re-scaled, digitized, or otherwise manipulated to fit the 
desired presentation.
    i. After completion of any additional flight test, a flight test 
report must be submitted in support of the objective data. The 
report must contain sufficient data and rationale to support 
qualification of the FTD at the level requested.

End QPS Requirements

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

Begin Information

    j. Any necessary data and the flight test plan should be 
reviewed with the NSP staff well in advance of commencing the flight 
test.

End Information

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

10. Special Equipment and Personnel Requirements for Qualification of 
the FTD

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

Begin Rule Language (Sec.  60.14)

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

End Rule Language (Sec.  60.14)

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

Begin Information

    b. Examples of a special evaluation would be an evaluation 
conducted at the request of the TPAA or as a result of comments 
received from users of the FTD that, upon analysis and confirmation, 
might cause a question as to the continued qualification or use of 
the FTD.
    c. The NSPM will notify the sponsor at least 24 hours in advance 
of the evaluation if special equipment or personnel will be required 
to conduct the evaluation. Examples of special equipment include 
spot photometers, flight control measurement devices, sound 
analyzer, etc. Examples of special personnel would be those 
specifically qualified to install or use any special equipment when 
its use is required.

End Information

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

11. Initial (and Upgrade) Qualification Requirements

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

Begin Rule Language (Sec.  60.15)

    a. For each FTD, the sponsor must submit a request through the 
TPAA to have the NSPM evaluate the FTD for initial qualification at 
a specific level. The request must be submitted in the form and 
manner described in the appropriate QPS.
    b. The request must include all of the following:
    (1) A statement that the FTD meets all of the applicable 
provisions of this part.
    (2) A statement that the sponsor has established a procedure to 
verify that the configuration of hardware and software present 
during the evaluation for initial qualification will be maintained, 
except where modified as authorized in Sec.  60.23. The statement 
must include a description of the procedure.
    (3) A statement signed by at least one pilot who meets the 
requirements of paragraph (c) of this section asserting that each 
pilot so approved has determined that the following requirements 
have been met:
    (i) The FTD systems and sub-systems function equivalently to 
those in the helicopter or set of helicopters.
    (ii) The performance and flying qualities of the FTD are 
equivalent to those of the helicopter or set of helicopters.
    (iii) For cockpit specific FTDs, the cockpit configuration 
conforms to the configuration of the helicopter make, model, and 
series being simulated.
    (4) A list of all of the operations tasks or FTD systems in the 
subjective test appendix of the appropriate QPS for which the FTD 
has not been subjectively tested (e.g., circling approaches, 
windshear training, etc.) and for which qualification is not sought.
    (5) A qualification test guide (QTG) that includes all of the 
following:
    (i) Objective data obtained from helicopter testing or another 
approved source.
    (ii) Correlating objective test results obtained from the 
performance of the FTD as prescribed in the appropriate QPS.
    (iii) The general FTD performance or demonstration results 
prescribed in the appropriate QPS.
    (iv) A description of the equipment necessary to perform the 
evaluation for initial qualification and the recurrent evaluations 
for continuing qualification.
    c. The pilot or pilots who make the statement required by 
paragraph (b)(3) of this section must--
    (1) Be designated by the sponsor;
    (2) Be approved by the TPAA; and
    (3) Be qualified in--
    (i) The helicopter or set of helicopters being simulated; or
    (ii) For helicopter types not yet issued a type certificate, a 
helicopter type similar in size and configuration.

[[Page 60481]]

    d. The subjective tests that form the basis for the statements 
described in paragraph (b)(3) of this section and the objective 
tests referenced in paragraph (b)(5) of this section must be 
accomplished at the sponsor's training facility except as provided 
for in the appropriate QPS.
    e. The person seeking to qualify the FTD must provide the NSPM 
access to the FTD for the length of time necessary for the NSPM to 
complete the required evaluation of the FTD for initial 
qualification, which includes the conduct and evaluation of 
objective and subjective tests, including general FTD requirements, 
as described in the appropriate QPS, to determine that the FTD meets 
the standards in that QPS.
    f. When the FTD passes an evaluation for initial qualification, 
the NSPM issues a Statement of Qualification that includes all of 
the following:
    (1) Identification of the sponsor.
    (2) Identification of the make, model, and series of the 
helicopter, or set of helicopters being simulated.
    (3) Identification of the configuration of the helicopter being 
simulated (e.g., engine model or models, flight instruments, 
navigation or other systems, etc.).
    (4) A statement that the FTD is qualified.
    (5) Identification of the qualification level of the FTD.
    (6) A list of all of the operations tasks or FTD systems in the 
subjective test appendix of the appropriate QPS for which the FTD 
has not been subjectively tested and for which the FTD is not 
qualified (e.g., circling approaches, windshear training, etc.).
    g. After the NSPM completes the evaluation for initial 
qualification, the sponsor must update the QTG, with the results of 
the FAA-witnessed tests and demonstrations together with the results 
of all the objective tests and demonstrations described in the 
appropriate QPS.
    h. Upon issuance of the Statement of Qualification the updated 
QTG becomes the MQTG and must then be made available to the FAA upon 
request.

End Rule Language (Sec.  60.15)

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

Begin QPS Requirements

    i. The QTG described in paragraph 11.b(4)of this appendix must 
provide the documented proof of compliance with the FTD objective 
tests in attachment 2 of this appendix.
    j. The QTG is prepared and submitted by the sponsor, or the 
sponsor's agent on behalf of the sponsor, through the TPAA 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 
automatically and manually conducted tests;
    (3) a means of comparing the FTD's test results to the objective 
data;
    (4) statements of how a particular test was accomplished or that 
certain requirements have been met (see appendices to this document 
for additional information);
    (5) other information appropriate to the qualification level of 
the FTD.
    k. The QTG described in paragraph 11.b.(4) of this appendix must 
include the following:
    (1) A QTG cover page with sponsor and FAA approval signature 
blocks (see attachment 5, Figure 2, of this appendix for a sample 
QTG cover page).
    (2) A recurrent evaluation schedule requirements page--to be 
used by the NSPM to establish and record the frequency with which 
recurrent evaluations must be conducted and any subsequent changes 
that may be determined by the NSPM. See attachment 5, Figure 4, of 
this appendix for a sample Recurrent Evaluation Schedule 
Requirements page.
    (3) An FTD information page that provides the information listed 
below (see attachment 5, Figure 3, of this appendix for a sample FTD 
information page). For convertible FTDs, a separate page is 
submitted for each configuration of the FTD.
    (a) The sponsor's FTD identification number or code.
    (b) The helicopter model and series, or set of helicopters, 
being simulated.
    (c) The aerodynamic data revision number or reference.
    (d) The engine model(s) and its data revision number or 
reference.
    (e The flight control data revision number or reference.
    (f) The flight management system identification and revision 
level.
    (g) The FTD model and manufacturer.
    (h) The date of FTD manufacture.
    (i) The FTD computer identification.
    (j) The visual system model and manufacturer, including display 
type, if applicable.
    (k) The motion system type and manufacturer, including degrees 
of freedom, if applicable.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) The source data.
    (7) A glossary of terms and symbols used (including sign 
conventions and units).
    (8) Statements of compliance and capability (SOC's) with certain 
requirements. SOC's must provide references to the sources of 
information for showing the capability of the FTD to comply with the 
requirement, a rationale explaining how the referenced material is 
used, mathematical equations and parameter values used, and the 
conclusions reached; i.e. that the FTD complies with the 
requirement. Refer to the ``Additional Details'' column in 
attachment 1 of this appendix, ``FTD Standards,'' or in the ``Test 
Details'' column in attachment 2 of this appendix, ``FTD Objective 
Tests,'' to see when SOC's are required.
    (9) Recording procedures or equipment required to accomplish the 
objective tests.
    (10) The following information for each objective test 
designated in attachment 2 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 parameters driven or constrained during the 
automatically conducted test(s).
    (h) List of all parameters driven or constrained during the 
manually conducted test(s).
    (i) Tolerances for relevant parameters.
    (j) Source of Helicopter Test Data (document and page number).
    (k) Copy of the Helicopter Test 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.
    l. Form and manner of presentation of objective test results in 
the QTG:
    (1) The sponsor's FTD test results must be recorded in a manner, 
acceptable to the NSPM, that will allow easy comparison of the FTD 
test results to helicopter test data (e.g., use of a multi-channel 
recorder, line printer, cross plotting, overlays, transpariencies, 
etc.).
    (2) FTD results must be labeled using terminology common to 
helicopter parameters as opposed to computer software 
identifications.
    (3) Helicopter 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 of this appendix.
    (5) For tests involving time histories, flight test data sheets 
(or transparencies thereof) and FTD test results must be clearly 
marked with appropriate reference points to ensure an accurate 
comparison between FTD and helicopter with respect to time. Time 
histories recorded via a line printer are to be clearly identified 
for cross-plotting on the helicopter data. Over-plots must not 
obscure the reference data.
    m. The sponsor may elect to complete the QTG objective tests at 
the manufacturer's facility. Tests performed at this location must 
be conducted after assembly of the FTD has been essentially 
completed, the systems and sub-systems are functional and operate in 
an interactive manner, and prior to the initiation of disassembly 
for shipment. The sponsor must substantiate FTD performance at the 
sponsor's training facility by repeating a representative sampling 
of all the objective tests in the QTG and submitting these repeated 
test results to the NSPM. This sample must consist of at least one-
third of the QTG objective tests. The QTG must be clearly annotated 
to indicate when and where each test was accomplished.
    n. The sponsor may elect to complete the subjective tests at the 
manufacturer's facility. Tests performed at this location will be 
conducted after assembly of the FTD has been essentially completed, 
the systems and sub-systems are functional and operate in an 
interactive manner, and prior to the initiation of disassembly for 
shipment. The sponsor must substantiate FTD performance at the

[[Page 60482]]

sponsor's training facility by having the pilot(s) who performed 
these tests originally (or similarly qualified pilot(s)), repeat a 
representative sampling of these subjective tests and submit a 
statement to the NSPM that the FTD has not changed from the original 
determination. The report must clearly indicate when and where these 
repeated tests were completed, but need not take more than one 
normal FTD period (e.g., 4 to 8 hours) to complete.
    o. The sponsor must maintain a copy of the MQTG at the FTD 
location. After [date 6 years from the effective date of this rule] 
all MQTG's, regardless of initial qualification date of the FTD, 
must be available in an electronic format, acceptable to the NSPM. 
The electronic MQTG must include 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 document, the general FTD performance or 
demonstration results (reformatted or digitized) prescribed in this 
document, and a description of the equipment necessary to perform 
the evaluation for initial qualification and the recurrent 
evaluations for continuing qualification. This electronic MQTG must 
include the original helicopter flight test 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 flight test time-history plots that were provided by the 
data supplier. An electronic copy of MQTG must be provided to the 
NSPM.

End QPS Requirements

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

Begin Information

    p. Problems with objective test results are handled according to 
the following:
    (1) If a problem with an objective test result is detected by 
the NSP evaluation team during an evaluation, the test may be 
repeated and/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 FTD at that lower level. For example, if a 
Level 6 evaluation is requested and the FTD fails to meet the Level 
6 Spiral Stability test tolerances but does meet the Level 5 
tolerances, it could be qualified at Level 5.
    q. After the NSPM issues a statement of qualification to the 
sponsor when an FTD is successfully evaluated, the FTD is 
recommended to the TPAA, who will exercise authority on behalf of 
the Administrator in approving the FTD in the appropriate helicopter 
flight training program.
    r. Under normal circumstances, the NSPM establishes a date for 
the initial or upgrade evaluation within 10 working days after 
determining that a complete QTG is acceptable. Unusual circumstances 
may warrant establishing an evaluation date before this 
determination is made; however, once a schedule is agreed to, any 
slippage of the evaluation date at the sponsor's request may result 
in a significant delay, perhaps 45 days or more, in rescheduling and 
completing the evaluation. A sponsor may commit to an initial 
evaluation date under this early process, in coordination with and 
the agreement of the NSPM, but the request must be in writing and 
must include an acknowledgment of the potential schedule impact if 
the sponsor slips the evaluation from this early-committed date. See 
Attachment 5, figure 5, of this appendix Sample Request for Initial 
Evaluation Date.
    s. A convertible FTD is addressed as a separate FTD for each 
model and series helicopter or set of helicopters to which it will 
be converted and for the FAA qualification level sought. An NSP 
evaluation is required for each configuration. For example, if a 
sponsor seeks qualification for two models of a helicopter type 
using a convertible FTD, two QTG's, or a supplemented QTG, and two 
evaluations are required.
    t. 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, FTD Objective Tests.

End Information

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

12. Additional Qualifications for a Currently Qualified FTD

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

Begin Rule Language (Sec. 60.16)

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

End Rule Language (Sec.  60.16)

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

13. Previously Qualified FTDs

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

Begin Rule Language (Sec. 60.17)

    a. Unless otherwise specified by an FSD Directive, further 
referenced in the appropriate QPS, or as specified in paragraph (e) 
of this section, an FTD qualified before [the effective date of the 
final rule] will retain its qualification as long as it continues to 
meet the standards, including the performance demonstrations and the 
objective test results recorded in the MQTG, under which it was 
originally evaluated, regardless of sponsor, and as long as the 
sponsor complies with the applicable provisions of this part.
    b. If the FTD qualification is lost under Sec.  60.27 and not 
restored under Sec.  60.27 for two (2) years or more, the 
qualification basis for the re-qualification will be those standards 
in effect and current at the time of re-qualification application.
    c. Except as provided in paragraph (d) of this section, any 
change in FTD qualification level initiated on or after [the 
effective date of this rule] requires an evaluation for initial 
qualification in accordance with this part.
    d. The NSPM may downgrade a qualified FTD without requiring and 
without conducting an initial evaluation for the new qualification 
level. Subsequent recurrent evaluations will use the existing MQTG, 
modified as necessary to reflect the new qualification level.
    e. When the sponsor has appropriate validation data available 
and receives approval from the NSPM, the sponsor may adopt tests and 
associated tolerances described in the current qualification 
standards as the tests and tolerances applicable for the continuing 
qualification of a previously qualified FTD. The updated test(s) and 
tolerance(s) must be made a permanent part of the MQTG.

End Rule Language (Sec.  60.17)

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

Begin Information

    f. Other certificate holders or persons desiring to use an FTD 
may contract with FTD sponsors to use those FTDs already qualified 
at a particular level for a helicopter type, or set of helicopters, 
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 paragraph 12, above.

    Note: The reader is reminded of the requirement that each FTD 
user obtain approval for use of each FTD in an FAA-approved flight 
training program from the appropriate TPAA.

End Information

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[[Page 60483]]

14. Inspection, Maintenance, and Recurrent Evaluation Requirements

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

Begin Rule Language (Sec.  60.19)

    a. Inspection. No sponsor may use or allow the use of or offer 
the use of an FTD for meeting training, evaluation, or flight 
experience requirements of this chapter for flightcrew member 
certification or qualification unless the sponsor does the 
following:
    (1) Accomplishes all appropriate QPS Attachment 1 performance 
demonstrations and all appropriate QPS Attachment 2 objective tests 
each year. To do this, the sponsor must conduct a minimum of four 
evenly spaced inspections throughout the year, as approved by the 
NSPM. The performance demonstrations and objective test sequence and 
content of each inspection in this sequence will be developed by the 
sponsor and submitted to the NSPM for approval. In deciding whether 
to approve the test sequence and the content of each inspection, the 
NSPM looks for a balance and a mix from the performance 
demonstrations and objective test requirement areas listed as 
follows:

(i) Performance.
(ii) Handling qualities.
(iii) Motion system.
(iv) Visual system.
(v) Sound system (where appropriate).
(vi) Other FTD systems.

    (2) Completes a functional preflight check in accordance with 
the appropriate QPS each calendar day prior to the start of the 
first FTD period of use that begins in that calendar day.
    (3) Completes at least one functional preflight check in 
accordance with the appropriate QPS in every 7 consecutive calendar 
days.
    (4) Maintains a discrepancy log.
    (5) Ensures that, when a discrepancy is discovered, the 
following requirements are met:
    (i) Each discrepancy entry must be maintained in the log until 
the discrepancy is corrected as specified in Sec.  60.25(b) and for 
at least 30 days thereafter.
    (ii) The corrective action taken for each discrepancy and the 
date that action is taken must be entered in the log. This entry 
concerning the corrective action must be maintained for at least 30 
days thereafter.
    (iii) The discrepancy log is kept in a form and manner 
acceptable to the Administrator and is kept in or immediately 
adjacent to the FTD.
    b. Recurrent evaluation.
    (1) This evaluation consists of performance demonstrations, 
objective tests, and subjective tests, including general FTD 
requirements, as described in the appropriate QPS or as may be 
amended by an FSD Directive.
    (2) The sponsor must contact the NSPM to schedule the FTD for 
recurrent evaluations not later than 60 days before the recurrent 
evaluation is due.
    (3) The sponsor must provide the NSPM access to the objective 
test results and general FTD performance or demonstration results in 
the MQTG, and access to the FTD for the length of time necessary for 
the NSPM to complete the required recurrent evaluations, weekdays 
between 6 o'clock AM (local time) and 6 o'clock PM (local time).
    (4) No sponsor may use, or allow the use of, or offer the use 
of, an FTD for flightcrew member training or evaluation or for 
obtaining flight experience for the flightcrew member to meet the 
requirements of this chapter unless the FTD has passed an NSPM-
conducted recurrent evaluation within the previous 12 calendar 
months or as otherwise provided for in the MQTG.
    (5) Recurrent evaluations conducted in the calendar month before 
or after the calendar month in which these recurrent evaluations are 
required will be considered to have been conducted in the calendar 
month in which they were required.
    c. Maintenance. The sponsor is responsible for continuing 
corrective and preventive maintenance on the FTD to ensure that it 
continues to meet the requirements of Sec.  60.15(b).

End Rule Language (Sec.  60.19)

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

Begin QPS Requirements

    d. The preflight inspections described in paragraphs 14.a. (2) 
and (3), of this appendix, must consist of, as a minimum ``
    (1) an exterior inspection of the FTD for appropriate hydraulic 
(if applicable), pneumatic, and electrical connections (e.g., in 
place, not leaking, appear serviceable);
    (2) a check that the area around the FTD is free of potential 
obstacles throughout the motion system range (if applicable);
    (3) a review of the FTD discrepancy log;
    (4) a functional check of the major FTD systems and simulated 
helicopter, or set of helicopters, systems (e.g., cockpit 
instrumentation, control loading, and adequate air flow for 
equipment cooling) by doing the following:
    (i) Turn on main power, including motion system (if applicable), 
and allow to stabilize.
    (ii) Connect helicopter power. This may be connected through 
``quick start'' of helicopter engines, auxiliary power unit, or 
ground power. Helicopter operations will require operating engines.
    (iii) A general look for light bulb function, lighted 
instruments and switches, etc., as well as inoperative ``flags'' or 
other such indications.
    (iv) Check Flight Management System(s) (and other date-critical 
information) for proper date range.
    (v) Select takeoff position and from either pilot position, if 
applicable, observe the visual system, for proper operation 
(including light-point color balance and convergence, edge-matching 
and blending, etc.).
    (vi) If applicable, adjust visibility value to inside of the far 
end of the runway and release ``position freeze or flight freeze.'' 
From either pilot position, advance power to taxi/ hover taxi (as 
applicable) down the runway (if applicable), observe visual system 
(if applicable); check sound system and engine instrument 
response(as applicable) and apply wheel brakes (if applicable); 
check normal operation and continued deceleration.
    (vii) Select position on final approach, at least five (5) miles 
out (if applicable, observe visual scene). From either pilot 
position, adjust helicopter configuration appropriately (if 
applicable, check for normal landing gear operation). If applicable, 
adjust visibility to see entire airport. Release ``position freeze'' 
or ``flight freeze.'' Make a rapid left and right bank (check 
control feel and freedom; observe proper helicopter response; and 
exercise motion system, if applicable). Observe simulated helicopter 
systems operation.
    (viii) Extend landing gear,
    (ix) Fly to and land at airport, or select takeoff position.
    (x) Shut down engines, turn off lights, turn off main power 
supply and motion system, as applicable.
    (xi) Record ``functional preflight'' in the FTD discrepancy log 
book, including any item found to be missing, malfunctioning, or 
inoperative.

End QPS Requirements

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

Begin Information

    e. If the NSP evaluator plans to accomplish specific tests 
during a normal recurrent evaluation that requires the use of 
special equipment or technicians, the sponsor will be notified as 
far in advance of the evaluation as practical; usually not less than 
24 hours. These tests include latencies, control dynamics, sounds 
and vibrations, motion, and/or some visual system tests as may be 
applicable.
    f. The recurrent evaluations described in paragraph 13.a.(7), of 
this appendix, require approximately eight (8) hours of FTD time and 
consist of the following:
    (1) a review of the results of the objective tests and all the 
designated FTD performance demonstrations conducted by the sponsor 
since the last scheduled recurrent evaluation.
    (2) at the discretion of the evaluator, a selection of 
approximately 20 percent of those objective tests conducted since 
the last scheduled recurrent evaluation and a selection of 
approximately 10 percent of the remaining objective tests in the 
MQTG. The tests chosen will be performed either automatically or 
manually, at the discretion of the evaluator.
    (3) a subjective test of the FTD to perform a representative 
sampling of the tasks set out in attachment 3 of this appendix, 
selected at the discretion of the evaluator.
    (4) an examination of the functions of the FTD, including, but 
not necessarily limited to the motion, visual, and sound system as 
applicable, and the instructor operating station, including the 
normal and simulated malfunctions of the simulated helicopter 
systems.

End Information

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

15. Logging FTD Discrepancies

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

Begin Rule Language (Sec. 60.20)

    Each instructor, check airman, or representative of the 
Administrator conducting training or evaluation, or

[[Page 60484]]

observing flight experience for flightcrew member certification or 
qualification, and each person conducting the preflight inspection 
(Sec.  60.19(a)(2), (3), and (4)), who discovers a discrepancy, 
including any missing, malfunctioning, or inoperative components in 
the FTD, must write or cause to be written a description of that 
discrepancy into the discrepancy log at the end of the FTD preflight 
or FTD use session.

End Rule Language (Sec.  60.20)

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

16. [Reserved]

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

17. Modifications to FTDs

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

Begin Rule Language (Sec. 60.23)

    a. When the sponsor or the FAA determines that any of the 
following circumstances exist and the FAA determines that the FTD 
cannot be used adequately to train, evaluate, or provide flight 
experience for flightcrew members, the sponsor must modify the FTD 
accordingly:
    (1) The helicopter manufacturer or another approved source 
develops new data regarding the performance, functions, or other 
characteristics of the helicopter being simulated;
    (2) A change in helicopter performance, functions, or other 
characteristics occurs;
    (3) A change in operational procedures or requirements occurs; 
or
    (4) Other circumstances as determined by the NSPM.
    b. When the FAA determines that FTD modification is necessary 
for safety of flight reasons, the sponsor of each affected FTD must 
ensure that the FTD is modified according to the FSD Directive 
regardless of the original qualification standards applicable to any 
specific FTD.
    c. Before modifying a qualified FTD, the sponsor must notify the 
NSPM and the TPAA as follows:
    (1) The notification must include a complete description of the 
planned modification, including a description of the operational and 
engineering effect the proposed modification will have on the 
operation of the FTD.
    (2) The notification must be submitted in a form and manner as 
specified in the appropriate QPS.
    d. If the sponsor intends to add additional equipment or devices 
intended to simulate helicopter appliances; modify hardware or 
software which would affect flight or ground dynamics, including 
revising FTD programming or replacing or modifying the host 
computer; or if the sponsor is changing or modifying the control 
loading system (or motion, visual, or sound system for FTD levels 
requiring these tests and measurements), the following applies:
    (1) The sponsor must meet the notification requirements of 
paragraph (c) of this section and must include in the notification 
the results of all objective tests that have been re-run with the 
modification incorporated, including any necessary updates to the 
MQTG.
    (2) However, the sponsor may not use, or allow the use of, or 
offer the use of, the FTD with the proposed modification for 
flightcrew member training or evaluation or for obtaining flight 
experience for the flightcrew member to meet the requirements of 
this chapter unless or until the sponsor receives written 
notification from the NSPM approving the proposed modification. 
Prior to approval, the NSPM may require that the modified FTD be 
evaluated in accordance with the standards for an evaluation for 
initial qualification or any part thereof before it is placed in 
service.
    e. The sponsor may not modify a qualified FTD until one of the 
following has occurred:
    (1) For circumstances described in paragraph (b) or (d) of this 
section, the sponsor receives written approval from the NSPM that 
the modification is authorized.
    (2) For circumstances other than those described in paragraph 
(b) or (d) of this section, either:
    (i) Twenty-one days have passed since the sponsor notified the 
NSPM and the TPAA of the proposed modification and the sponsor has 
not received any response from the NSPM or TPAA; or
    (ii) The NSPM or TPAA approves the proposed modification in 
fewer than 21 days since the sponsor notified the NSPM and the TPAA 
of the proposed modification.
    f. When a modification is made to an FTD, the sponsor must 
notify each certificate holder planning to use that FTD of that 
modification prior to that certificate holder using that FTD the 
first time after the modification is complete.
    g. The MQTG must be updated with current objective test results 
in accordance with Sec.  60.15(b)(5) and appropriate flight test 
data in accordance with Sec.  60.13, each time an FTD is modified 
and an objective test is affected by the modification. If this 
update is initiated by an FSD Directive, the direction to make the 
modification and the record of the modification completion must be 
filed in the MQTG.

End Rule Language (Sec.  60.23)

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

Begin QPS Requirements

    h. The notification described in paragraph 17.c.(1), of this 
appendix, will include a statement signed by a pilot, qualified in 
the helicopter type, or set of helicopters, being simulated and 
designated by the sponsor, that, with the modification proposed--
    (1) the FTD systems and sub-systems function equivalently to 
those in the helicopter, or set of helicopters, being simulated;
    (2) the performance and flying qualities of the FTD are 
equivalent to those of the helicopter, or set of helicopters, being 
simulated; and
    (3) the cockpit configuration conforms to the configuration of 
the helicopter, or set of helicopters, being simulated.

End QPS Requirements

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

18. Operations with Missing, Malfunctioning, or Inoperative Components

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

Begin Rule Language (Sec. 60.25)

    a. No person may use or allow the use of or offer the use of an 
FTD with a missing, malfunctioning, or inoperative component for 
meeting training, evaluation, or flight experience requirements of 
this chapter for flightcrew member certification or qualification 
during maneuvers, procedures, or tasks that require the use of the 
correctly operating component.
    b. Each missing, malfunctioning, or inoperative component must 
be repaired or replaced within 30 calendar days unless otherwise 
authorized by the NSPM. Failure to repair or replace this component 
within the prescribed time may result in loss of FTD qualification.
    c. Each missing, malfunctioning, or inoperative component must 
be placarded as such on or adjacent to that component in the FTD and 
a list of the currently missing, malfunctioning, or inoperative 
components must be readily available in or immediately adjacent to 
the FTD for review by users of the device.

End Rule Language (Sec.  60.25)

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

19. Automatic Loss of Qualification and Procedures for Restoration of 
Qualification

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

Begin Rule Language (Sec. 60.27)

    a. An FTD is not qualified if any of the following occurs:
    (1) The FTD is not used in the sponsor's FAA-approved flight 
training program in accordance with Sec.  60.9(b)(4).
    (2) The FTD is not maintained and inspected in accordance with 
Sec.  60.19.
    (3) The FTD is physically moved from one location to another, 
regardless of distance.
    (4) The FTD is disassembled (e.g., for repair or modification) 
to such an extent that it cannot be used for training, evaluation, 
or experience activities.
    (5) The MQTG is missing or otherwise not available and a 
replacement is not made within 30 days.
    b. If FTD qualification is lost under paragraph (a) of this 
section, qualification is restored when either of the following 
provisions are met:
    (1) The FTD successfully passes an evaluation:
    (i) For initial qualification, in accordance with Sec.  60.15 in 
those circumstances where the NSPM has determined that a full 
evaluation for initial qualification is necessary; or
    (ii) For those elements of an evaluation for initial 
qualification approved as necessary by the NSPM.
    (2) The NSPM or the TPAA advises the sponsor that an evaluation 
is not necessary.
    c. In making the determinations described in paragraph (b) of 
this section, the NSPM considers factors including the number of 
inspections and recurrent evaluations missed, the amount of 
disassembly and re-assembly of the FTD that was accomplished, and 
the care that had been taken of the device since the last 
evaluation.

End Rule Language (Sec.  60.27)

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

[[Page 60485]]

20. Other Losses of Qualification and Procedures for Restoration of 
Qualification

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

Begin Rule Language (Sec. 60.29)

    a. Except as provided in paragraph (c) of this section, when the 
NSPM or the TPAA notifies the sponsor that the FTD no longer meets 
qualification standards, the following procedure applies:
    (1) The NSPM or the TPAA notifies the sponsor in writing that 
the FTD no longer meets some or all of its qualification standards.
    (2) The NSPM or the TPAA sets a reasonable period (but not less 
than 7 days) within which the sponsor may submit written 
information, views, and arguments on the FTD qualification.
    (3) After considering all material presented, the NSPM or the 
TPAA notifies the sponsor of the FTD qualification.
    (4) If the NSPM or the TPAA notifies the sponsor that some or 
all of the FTD is no longer qualified, it becomes effective not less 
than 30 days after the sponsor receives notice of it unless--
    (i) The NSPM or the TPAA find under paragraph (c) of this 
section that there is an emergency requiring immediate action with 
respect to safety in air transportation or air commerce; or
    (ii) The sponsor petitions for reconsideration of the NSPM or 
the TPAA finding under paragraph (b) of this section.
    b. When a sponsor seeks reconsideration of a decision from the 
NSPM or the TPAA concerning the FTD qualification, the following 
procedure applies:
    (1) The sponsor must petition for reconsideration of that 
decision within 30 days of the date that the sponsor receives a 
notice that some or all of the FTD is no longer qualified.
    (2) The sponsor must address its petition to the Director, 
Flight Standards Service.
    (3) A petition for reconsideration, if filed within the 30-day 
period, suspends the effectiveness of the determination by the NSPM 
or the TPAA that the FTD is no longer qualified unless the NSPM or 
the TPAA has found, under paragraph (c) of this section, that an 
emergency exists requiring immediate action with respect to safety 
in air transportation or air commerce.
    c. If the NSPM or the TPAA find that an emergency exists 
requiring immediate action with respect to safety in air 
transportation or air commerce that makes the procedures set out in 
this section impracticable or contrary to the public interest:
    (1) The NSPM or the TPAA withdraws qualification of some or all 
of the FTD and makes the withdrawal of qualification effective on 
the day the sponsor receives notice of it.
    (2) In the notice to the sponsor, the NSPM or the TPAA 
articulates the reasons for its finding that an emergency exists 
requiring immediate action with respect to safety in air 
transportation or air commerce or that makes it impracticable or 
contrary to the public interest to stay the effectiveness of the 
finding.

End Rule Language (Sec.  60.29)

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

21. Recordkeeping and Reporting

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

Begin Rule Language (Sec. 60.31)

    a. The FTD sponsor must maintain the following records for each 
FTD it sponsors:
    (1) The MQTG and each amendment thereto.
    (2) A copy of the programming used during the evaluation of the 
FTD for initial qualification and for any subsequent upgrade 
qualification, and a copy of all programming changes made since the 
evaluation for initial qualification.
    (3) A copy of all of the following:
    (i) Results of the evaluations for the initial and each upgrade 
qualification.
    (ii) Results of the quarterly objective tests and the approved 
performance demonstrations conducted in accordance with Sec.  
60.19(a) for a period of 2 years.
    (iii) Results of the previous three recurrent evaluations, or 
the recurrent evaluations from the previous 2 years, whichever 
covers a longer period.
    (iv) Comments obtained in accordance with Sec.  60.9(b)(1) for a 
period of at least 18 months.
    (4) A record of all discrepancies entered in the discrepancy log 
over the previous 2 years, including the following:
    (i) A list of the components or equipment that were or are 
missing, malfunctioning, or inoperative.
    (ii) The action taken to correct the discrepancy.
    (iii) The date the corrective action was taken.
    (5) A record of all modifications to FTD hardware configurations 
made since initial qualification.
    b. The FTD sponsor must keep a current record of each 
certificate holder using the FTD. The sponsor must provide a copy of 
this list to the NSPM at least semiannually.
    c. The records specified in this section must be maintained in 
plain language form or in coded form, if the coded form provides for 
the preservation and retrieval of information in a manner acceptable 
to the NSPM.
    d. The sponsor must submit an annual report, in the form of a 
comprehensive statement signed by the quality assurance primary 
contact point, certifying that the FTD continues to perform and 
handle as qualified by the NSPM.

End Rule Language (Sec.  60.31)

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

22. Applications, Logbooks, Reports, and Records: Fraud, Falsification, 
or Incorrect Statements

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

Begin Rule Language (Sec. 60.33)

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

End Rule Language (Sec.  60.33)

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

23. [Reserved]

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

24. [Reserved]

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

25. [Reserved]

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

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

1. General

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

Begin QPS Reqirements

a. Requirements

    Certain FTD requirements included in this appendix must be 
supported with a Statement of Compliance and Capability (SOC) and, 
in designated cases, FTD performance must be recorded and the 
results made part of the QTG. In the following tabular listing of 
FTD standards, requirements for SOC's are indicated in the 
``Additional Details'' column.

End QPS Requirements

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

b. Discussion

Begin Information

    (1) This attachment describes the minimum requirements for 
qualifying Level 2 through Level 6 flight training devices. To 
determine the complete requirements for a specific level FTD, the 
objective tests in attachment 2 of this appendix and the subjective 
tests listed in attachment 3 of this appendix for this QPS must be 
consulted.

[[Page 60486]]

    (2) The material contained in this attachment is divided into 
the following categories:
    (a) General cockpit configuration.
    (b) Simulator programming.
    (c) Equipment operation.
    (d) Equipment and facilities for instructor/evaluator functions.
    (e) Sound system.

End Information

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

                                  Table of Minimum FTD Requirements Information
----------------------------------------------------------------------------------------------------------------
                                       QPS Requirement
----------------------------------------------------------------------------------------------
                                                 FTD level                                           Notes
     General FTD Standards      ------------------------------------------ Additional details
                                   1      2      3      4      5      6
----------------------------------------------------------------------------------------------------------------
2. General Cockpit
 Configuration:
--------------------------------
    a. The FTD must have a       .....  .....     X   .....  .....     X   Level 3 must be     For FTD purposes,
     cockpit that is a full-                                                representative of   the cockpit
     scale replica of the                                                   a single set of     consists of all
     helicopter, or set of                                                  helicopters, and    that space
     helicopters, simulated                                                 must have           forward of a
     with controls, equipment,                                              navigation          cross section of
     observable cockpit                                                     controls,           the fuselage at
     indicators, circuit                                                    displays, and       the most extreme
     breakers, and bulkheads                                                instrumentation     aft setting of
     properly located,                                                      as set out in       the pilots'
     functionally accurate and                                              Part 91, Sec.       seats including
     replicating the helicopter                                             91.33 for           additional,
     or set of helicopters. The                                             operation in        required
     direction of movement of                                               accordance with     crewmember duty
     controls and switches must                                             instrument flight   stations and
     be identical to that in                                                rules (IFR).        those required
     the helicopter or set of                                               Crewmember seats    bulkheads aft of
     helicopters.                                                           must afford the     the pilot seats.
                                                                            capability for
                                                                            the occupant to
                                                                            be able to
                                                                            achieve the
                                                                            design ``eye
                                                                            position'' for
                                                                            specific
                                                                            helicopters, or
                                                                            to approximate
                                                                            such a position
                                                                            for a generic set
                                                                            of helicopters.
--------------------------------
    b. The FTD must have         .....     X   .....     X      X   .....  Level 2 must be
     equipment (i.e.,                                                       representative of
     instruments, panels,                                                   a single set of
     systems, and controls)                                                 helicopters.
     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 cockpit or an
     open flight deck area.
     Actuation of this
     equipment must replicate
     the appropriate function
     in the helicopter.
--------------------------------
    c. Circuit breakers must     .....     X      X   .....     X      X   Level 6 devices
     function accurately when                                               must have
     they are involved in                                                   installed circuit
     operating procedures or                                                breakers properly
     malfunctions requiring or                                              located in the
     involving flight crew                                                  FTD cockpit.
     response.
--------------------------------
3. Programming:
--------------------------------
    a. The FTD must provide the  .....     X      X   .....     X      X   Levels 3 and 6
     proper effect of                                                       additionally
     aerodynamic changes for                                                require the
     the combinations of drag                                               effects of change
     and thrust normally                                                    in gross weight
     encountered in flight.                                                 and center of
     This must include the                                                  gravity. Levels
     effect of change in                                                    2, 3, and 5
     helicopters attitude,                                                  require only
     thrust, drag, altitude,                                                generic
     temperature, and                                                       aerodynamic
     configuration.                                                         programming.
--------------------------------
    b. The FTD must have the     .....     X      X      X      X      X
     computer (analog or
     digital) capability (i.e.,
     capacity, accuracy,
     resolution, and dynamic
     response) needed to meet
     the qualification level
     sought.
--------------------------------

[[Page 60487]]

 
    c. The FTD hardware and      .....     X      X      X      X      X
     programming must be
     updated within 6 months of
     any helicopters
     modifications or data
     releases (or any such
     modification or data
     releases applicable to the
     set of helicopters)
     unless, with prior
     coordination, the NSPM
     authorizes otherwise.
--------------------------------
    d. Relative responses of     .....     X      X   .....     X      X   A demonstration is
     the cockpit instruments                                                required and must
     (and the visual and motion                                             simultaneously
     systems, if installed and                                              record: the
     training, testing, or                                                  analog output
     checking credits are being                                             from the pilot's
     sought) must be coupled                                                control column,
     closely to provide                                                     wheel, and
     integrated sensory cues.                                               pedals; and the
     The instruments (and the                                               output signal to
     visual and motion systems,                                             the pilot's
     if installed, and                                                      attitude
     training, testing, or                                                  indicator. These
     checking credits are being                                             recordings must
     sought) must respond to                                                be compared to
     abrupt input at the                                                    helicopter
     pilot's position within                                                response data in
     the allotted time, but not                                             the following
     before the time, when the                                              configurations:
     helicopter or set of                                                   takeoff, cruise,
     helicopters would respond                                              and approach or
     under the same conditions.                                             landing. The
     (If a visual system is                                                 results must be
     installed and training,                                                recorded in the
     testing, or checking                                                   QTG.
     credits are sought, the                                                Additionally, if
     visual scene changes from                                              a visual system
     steady state disturbance                                               is installed and
     must occur within the                                                  training,
     appropriate system dynamic                                             testing, or
     response limit but not                                                 checking credits
     before the instrument                                                  are sought, the
     response (and not before                                               output signal to
     the motion system onset if                                             the visual system
     a motion system is                                                     display
     installed)).                                                           (including visual
                                                                            system analog
                                                                            delays must be
                                                                            recorded); and if
                                                                            a motion system
                                                                            is installed and
                                                                            training,
                                                                            testing, or
                                                                            checking credits
                                                                            are sought, the
                                                                            output from an
                                                                            accelerometer
                                                                            attached to the
                                                                            motion system
                                                                            platform located
                                                                            at an acceptable
                                                                            location near the
                                                                            pilots' seats is
                                                                            also required.
--------------------------------
4. Equipment Operations:
--------------------------------
    a. All relevant instrument   .....     X      X   .....     X      X
     indications involved in
     the simulation of the
     helicopter (or set of
     helicopters) must
     automatically respond to
     control movement or
     external disturbances to
     the simulated helicopter
     or set of helicopters;
     e.g., turbulence or winds.
--------------------------------

[[Page 60488]]

 
    b. Navigation equipment      .....     X      X   .....     X      X   Levels 2 and 5
     must be installed and                                                  need have only
     operate within the                                                     that navigation
     tolerances applicable for                                              equipment
     the helicopter or set of                                               necessary to fly
     helicopter.                                                            an instrument
                                                                            approach. Levels
                                                                            3 and 6 must also
                                                                            include
                                                                            communication
                                                                            equipment (inter-
                                                                            phone and air/
                                                                            ground) like that
                                                                            in the
                                                                            helicopter, or
                                                                            set of
                                                                            helicopters, and,
                                                                            if appropriate to
                                                                            the operation
                                                                            being conducted,
                                                                            an oxygen mask
                                                                            microphone system.
--------------------------------
    c. Installed systems must    .....     X      X      X      X      X   Level 6 must
     simulate the applicable                                                simulate all
     helicopter (or set of                                                  applicable
     helicopters) system                                                    helicopter
     operation, both on the                                                 flight,
     ground and in flight. At                                               navigation, and
     least one helicopter                                                   systems
     system must be                                                         operation. Level
     represented. Systems must                                              3 must have
     be operative to the extent                                             flight and
     that applicable normal,                                                navigational
     abnormal, and emergency                                                controls,
     operating procedures                                                   displays, and
     included in the sponsor's                                              instrumentation
     training programs can be                                               for powered
     accomplished.                                                          aircraft as set
                                                                            out in part 91,
                                                                            Sec.   91.205 for
                                                                            IFR operation.
                                                                            Levels 2 and 5
                                                                            must have
                                                                            influenced flight
                                                                            and navigational
                                                                            controls,
                                                                            displays, and
                                                                            instrumentation.
--------------------------------
    d. The lighting              .....     X      X      X      X      X
     environmental for panels
     and instruments must be
     sufficient for the
     operation being conducted.
--------------------------------
    e. The FTD must provide      .....  .....     X   .....  .....     X
     control forces and control
     travel that correspond to
     the replicated helicopter,
     or set of helicopters.
     Control forces must react
     in the same manner as in
     the helicopter, or set of
     helicopters, under the
     same flight conditions.
--------------------------------
    f. The FTD must provide      .....     X   .....  .....     X   .....
     control forces and control
     travel of sufficient
     precision to manually fly
     an instrument approach.
     The control forces must
     react in the same manner
     as in the helicopter, or
     set of helicopters, under
     the same flight conditions.
--------------------------------
5. Instructor or Evaluator
 Facilities:
--------------------------------
    a. In addition to the        .....     X      X      X      X      X   ..................  These seats need
     flight crewmember                                                                          not be a replica
     stations, suitable seating                                                                 of an aircraft
     arrangements for an                                                                        seat and may be
     instructor/check airman                                                                    as simple as an
     and FAA Inspector must be                                                                  office chair
     available. These seats                                                                     placed in an
     must provide adequate view                                                                 appropriate
     of crewmember's panel(s).                                                                  position.
--------------------------------

[[Page 60489]]

 
    b. The FTD must have         .....     X      X      X      X      X
     instructor controls that
     permit activation of
     normal, abnormal, and
     emergency conditions, as
     may be appropriate. Once
     activated, proper system
     operation must result from
     system management by the
     crew and not require input
     from the instructor
     controls.
--------------------------------
6. Motion System:
--------------------------------
    a. The FTD may have a        .....     X      X      X      X      X   If installed, the
     motion system; if desired,                                             motion system
     although it is not                                                     operation may not
     required.                                                              be distracting.
                                                                            The motion system
                                                                            standards set out
                                                                            in QPS FAA-S-120-
                                                                            40C for at least
                                                                            Level A
                                                                            simulators is
                                                                            acceptable.
--------------------------------
7. Visual System:
--------------------------------
    a. The FTD may have a        .....     X      X      X      X      X   A statement of
     visual system; if desired,                                             capability is
     although it is not                                                     required. A
     required. If a visual                                                  demonstration of
     system is installed, it                                                latency or
     must meet the following                                                through-put is
     criteria:                                                              required. Visual
    (1) Single channel,                                                     system standards
     uncollimated display is                                                set out in QPS
     acceptable..                                                           FAA-S-120-40C,
    (2) Minimum field of view:                                              for at least
     18[deg] vertical / 24[deg]                                             Level A
     horizontal for the pilot                                               simulators is
     flying..                                                               acceptable.
    (3) Maximum paralax error:                                              However, if
     10[deg] per pilot..                                                    additional
    (4) Scene content may not                                               authorizations
     be distracting..                                                       (training,
    (5) Minimum distance from                                               testing, or
     the pilot's eye position                                               checking credits)
     to the surface of a direct                                             are sought that
     view display may not be                                                require the use
     less than the distance to                                              of a visual
     any front panel                                                        system, the Level
     instrument..                                                           A simulator
    (6) Minimum resolution of 5                                             visual system
     arc-min. for both computed                                             standards apply.
     and displayed pixel size..
    (7) Maximum latency or
     through-put must not
     exceed 300 milliseconds..
--------------------------------
8. Sound System:
--------------------------------
    a. The FTD must simulate     .....  .....     X   .....  .....     X
     significant cockpit sounds
     resulting from pilot
     actions that correspond to
     those heard in the
     helicopter.
----------------------------------------------------------------------------------------------------------------


[[Page 60490]]

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

1. General

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

Begin QPS Requirements

a. Test Requirements

    (1) The ground and flight tests required for qualification are 
listed in the following Table of Objective Tests. Computer generated 
FTD test results must be provided for each test. If a flight 
condition or operating condition is required for the test but which 
does not apply to the helicopter being simulated or to the 
qualification level sought, it may be disregarded (for example: an 
engine out climb capability for a single-engine helicopter; etc.). 
Each test result is compared against Flight Test Data described in 
Sec.  60.13, and Paragraph 9 of this document. (See paragraph 1.b, 
of this attachment for additional information.) Although use of a 
driver program designed to automatically accomplish the tests is 
authorized, each test must be able to be accomplished manually while 
recording all appropriate parameters. The results must be produced 
on a multi-channel recorder, line printer, or other appropriate 
recording device acceptable to the NSPM. Time histories are required 
unless otherwise indicated in the Table of Objective Tests. All 
results must be labeled using the tolerances and units given.
    (2) The Table of Objective Tests 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 aerodynamic modeling and acquisition/
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.
    (3) Certain tests included in this attachment must be supported 
with a Statement of Compliance and Capability (SOC). In the 
following tabular listing of FTD tests, requirements for SOC's are 
indicated in the ``Test Details'' column.
    (4) 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.
    (5) It is not sufficient, nor is it acceptable, to program the 
FTD so that the aerodynamic modeling is correct only at the 
validation test points. Unless noted otherwise, tests must represent 
helicopter performance and handling qualities at normal operating 
weights and centers of gravity (CG). 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 Levels 3 and 6 are expected to 
be indicative of the device's performance and handling qualities 
throughout the following:
    (a) The helicopter weight and CG envelope;
    (b) The operational envelope; and
    (c) Varying atmospheric ambient and environmental conditions--
including the extremes authorized for the respective helicopter or 
set of helicopters.
    (6) When comparing the parameters listed to those of the 
helicopter, sufficient data must also be provided to verify the 
correct flight condition and helicopter configuration changes. For 
example: to show that control force is within +/-0.5 pounds (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. 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 clearly annotated as 
to indicated, calibrated, etc., and like values used for comparison.
    (7) The QTG provided by the sponsor must describe clearly and 
distinctly how the FTD will be set up and operated for each test. 
Overall integrated testing of the FTD must be accomplished to assure 
that the total FTD system meets the prescribed standards; i.e., it 
is not acceptable to test only each FTD subsystem independently. A 
manual test procedure with explicit and detailed steps for 
completion of each test must also be provided.
    (8) In those cases where the objective test results authorize a 
``snapshot'' result in lieu of a time-history result, the sponsor 
must ensure that a steady state condition exists from 5 seconds 
prior to, through 2 seconds after, the instant of time captured by 
the ``snapshot.''
    (9) For previously qualified FTDs, the tests and tolerances of 
this appendix may be used in subsequent recurrent evaluations for 
any given test providing the sponsor has submitted a proposed MQTG 
revision to the NSPM and has received NSPM approval.
    (10) 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. Requirements for testing will be mutually 
agreed to between the sponsor and the NSPM on a case-by-case basis.

End QPS Requirements

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

Begin Information

b. Discussion

    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.

End Information

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

                                                                Table of Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                           QPS Requirement
--------------------------------------------------------------------------------------------------------------------------------------
                                                                               Flight training device level                               Information
              Test                    Tolerence       Flight conditions ------------------------------------------    Test details           notes
                                                                           1      2      3      4      5      6
--------------------------------------------------------------------------------------------------------------------------------------------------------
2. Performance
a. Engine Assessment
------------------------------------------------------------------------
(1) Start Operations:
    (a) Engine start and         Light Off Time--+/- Ground with the     .....  .....     X   .....  .....     X   Record each engine
     acceleration (transient).    10% or +/-1 sec.,   Rotor Brake Used                                              start from the
                                  Torque--+/-5%,      and Not Used.                                                 initiation of the
                                  Rotor Speed--+/-                                                                  start sequence to
                                  3%, Fuel Flow--+/-                                                                steady state idle
                                  10%, Gas                                                                          and from steady
                                  Generator Speed--                                                                 state idle to
                                  +/-5%, Power                                                                      operating RPM..
                                  Turbine Speed--+/-
                                  5%, Gas Turbine
                                  Temp.--+/-30[deg]
                                  C.

[[Page 60491]]

 
    (b) Steady State Idle and    Torque--+/-3%,      Ground............  .....     X      X   .....     X      X   Record both steady
     Operating RPM conditions.    Rotor Speed--+/-                                                                  state idle and
                                  1.5%, Fuel Flow--                                                                 operating RPM
                                  +/-5%, Gas                                                                        conditions. May
                                  Generator Speed--                                                                 be a series of
                                  +/-2%, Power                                                                      snapshot tests..
                                  Turbine Speed--+/-
                                  2%, Turbine Gas
                                  Temp.--+/-20[deg]
                                  C.
--------------------------------
(2) Power Turbine..............  +/-10% of total     Ground............  .....  .....     X   .....  .....     X   Record engine
                                  change of power                                                                   response to trim
                                  turbine speed.                                                                    system actuation
                                                                                                                    in both
                                                                                                                    directions..
--------------------------------
(3) Engine and Rotor Speed       Torque--+/-5%,      Climb, Descent....  .....  .....     X   .....  .....     X   Record results
 Governing.                       Rotor Speed--+/-                                                                  using a step
                                  1.5%.                                                                             input to the
                                                                                                                    collective. May
                                                                                                                    be conducted
                                                                                                                    concurrently with
                                                                                                                    climb and descent
                                                                                                                    performance
                                                                                                                    tests..
--------------------------------
b. In Flight
------------------------------------------------------------------------
Performance and Trimmed Flight   Torque--+/-3%,      Cruise              .....     X      X   .....     X      X   Record results for
 Control Positions.               Pitch Attitude--+/  (Augmentation On                                              two gross weight
                                  -1.5[deg],          and Off).                                                     and CG
                                  Sideslip Angle--+/                                                                combinations with
                                  -2[deg],                                                                          varying trim
                                  Longitudinal                                                                      speeds throughout
                                  Control Position--                                                                the airspeed
                                  +/-5%, Lateral                                                                    envelope. May be
                                  Control Position--                                                                a series of
                                  +/-5%,                                                                            snapshot tests..
                                  Directional
                                  Control Position--
                                  +/-5%, Collective
                                  Control Position--
                                  +/-5%,.
--------------------------------
c. Climb
------------------------------------------------------------------------
Performance and Trimmed Flight   Vertical Velocity-- All engines         .....     X      X   .....     X      X   Record results for
 Control Positions.               +/-100 fpm (61m/    operating, One                                                two gross weight
                                  sec) or +/-10%,     engine                                                        and CG
                                  Pitch Attitude--+/  inoperative,                                                  combinations. The
                                  -1.5%, Sideslip     Augmentation                                                  data presented
                                  Angle--+/-2[deg],   System(s) On and                                              must be for
                                  Longitudinal        Off.                                                          normal climb
                                  Control Position--                                                                power conditions.
                                  +/-5%, Lateral                                                                    May be a series
                                  Control Position--                                                                of snapshot
                                  +/-5%,                                                                            tests..
                                  Directional
                                  Control Position--
                                  +/-5%, Collective
                                  Control Position--
                                  +/-5%.
--------------------------------
d. Descent
------------------------------------------------------------------------
(1) Descent Performance and      Torque-+/-3%,       At or near 1,000    .....     X      X   .....     X      X   Record results for
 Trimmed Flight Control           Pitch Attitude-+/-  fpm rate of                                                   two gross weight
 Positions.                       1.5[deg],           descent (RoD) at                                              and CG
                                  Sideslip Angle-+/-  normal approach                                               combinations. May
                                  2[deg],             speed.                                                        be a series of
                                  Longitudinal        Augmentation                                                  snapshot tests.
                                  Control Position-   System(s) On and
                                  +/-5%, Lateral      Off.
                                  Control Position-
                                  +/-5%,
                                  Directional
                                  Control Position-
                                  +/-5%, Collective
                                  Control Position-
                                  +/-5%.
--------------------------------
(2) Autorotation Performance     Torque-+/-3%,       Steady descents.    .....     X      X   .....     X      X   Record results for
 and Trimmed Flight Control       Pitch Attitude-+/-  Augmentation                                                  two gross weight
 Positions.                       1.5[deg],           System(s) On and                                              conditions. Data
                                  Sideslip Angle-+/-  Off.                                                          must be recorded
                                  2[deg],                                                                           for normal
                                  Longitudinal                                                                      operating RPM.
                                  Control Position-                                                                 (Rotor speed
                                  5%, Lateral                                                                       tolerance applies
                                  Control Position-                                                                 only if
                                  +/-5%,                                                                            collective
                                  Directional                                                                       control position
                                  Control Position-                                                                 is full down.)
                                  +/-5%, Collective                                                                 Data must be
                                  Control Position-                                                                 recorded for
                                  +/-5%..                                                                           speeds from
                                                                                                                    approximately 50
                                                                                                                    kts. through at
                                                                                                                    least maximum
                                                                                                                    glide distance
                                                                                                                    airspeed. May be
                                                                                                                    a series of
                                                                                                                    snapshot tests .

[[Page 60492]]

 
d. Autorotation
------------------------------------------------------------------------
Entry..........................  Rotor Speed-+/-3%,  Cruise; or Climb..  .....  .....     X   .....  .....     X   Record results of
                                  Pitch Attitude +/-                                                                a rapid throttle
                                  22[deg], Roll                                                                     reduction to
                                  Attitude-3[deg],                                                                  idle. If
                                  Yaw Attitude-+/-                                                                  accomplished in
                                  5[deg], Airspeed-                                                                 cruise, results
                                  +/-5 kts.,                                                                        must be for the
                                  Vertical Velocity-                                                                maximim range
                                  +/-200 fpm (1.00m/                                                                airspeed. If
                                  sec) or 10%.                                                                      accomplished in
                                                                                                                    climb, results
                                                                                                                    must be for the
                                                                                                                    maximum rate of
                                                                                                                    climb airspeed at
                                                                                                                    or near maximum
                                                                                                                    continuous power.
--------------------------------
3. Handling Qualities
------------------------------------------------------------------------
a. Control System Mechanical Characteristics
For FTDs requiring Static or Dynamic tests at the controls (i.e., cyclic, collective, and pedal), special test fixtures will not be    Contact the NSPM
 required during initial or upgrade evaluations if the sponsor's QTG/MQTG shows both test fixture results and the results of an         for
 alternative approach, such as computer plots produced concurrently, that show satisfactory agreement. Repeat of the alternative        clarification of
 method during the initial or upgrade evaluation would then satisfy this test requirement. For initial and upgrade evaluations, the     any issue
 control dynamic characteristics must be measured at and recorded directly from the cockpit controls, and must be accomplished in       regarding
 climb, cruise, and autorotation.                                                                                                       helicopters with
                                                                                                                                        reversible
                                                                                                                                        controls.
--------------------------------------------------------------------------------------------------------------------------------------
(1) Cyclic.....................  Breakout--+/-0.25   Ground; Static      .....     X      X   .....     X      X   Record results for
                                  lbs. (0.112 daN)    conditions. Trim                                              an uninterrupted
                                  or 25% Force--+/-   on and Off.                                                   control sweep to
                                  1.0 lb. (0.224      Friction Off.                                                 the stops. (This
                                  daN) or 10%.        Augmentation On                                               test does not
                                                      and Off.                                                      apply if aircraft
                                                                                                                    hardware modular
                                                                                                                    controllers are
                                                                                                                    used.)
--------------------------------
(2) Collective and Pedals......  Breakout--+/-0.5    Ground; Static      .....     X      X   .....     X      X   Record results for
                                  lbs. (0.224 daN)    conditions. Trim                                              an uninterrupted
                                  or 25% Force--+/-   on and Off.                                                   control sweep to
                                  1.0 lb. (0.224      Friction Off.                                                 the stops.
                                  daN) or 10%.        Augmentation On
                                                      and Off.
(3) Brake Pedal Force vs         +/-5 lbs. (2.224    Ground; Static      .....     X      X   .....     X      X
 Position.                        daN) or 10%.        conditions.
--------------------------------
(4) Trim System Rate (all        Rate--+/-10%......  Ground Static       .....     X      X   .....     X      X   The tolerance
 applicable systems).                                 conditions. Trim                                              applies to the
                                                      On. Friction Off.                                             recorded value of
                                                                                                                    the trim rate.
--------------------------------
(5) Control Dynamics (all axes)  +/-10% of time for  Hover/Cruise. Trim  .....  .....  .....  .....  .....     X   Results must be     Control Dynamics
                                  first zero          On, Friction Off.                                             recorded for a      for irreversible
                                  crossing and +/-                                                                  normal control      control systems
                                  10 (N+1)% of                                                                      displacement in     may be evaluated
                                  period                                                                            both directions     in a ground/
                                  thereafter. +/-                                                                   in each axis        static
                                  10% of amplitude                                                                  (approximately      condition. Refer
                                  of first                                                                          25% to 50% of       to paragraph 3
                                  overshoot. +/-20%                                                                 full throw).        of this appendix
                                  of amplitude of                                                                                       for additional
                                  2nd and                                                                                               information
                                  subsequent                                                                                            ``N'' is the
                                  overshoots                                                                                            sequential
                                  greater than 5%                                                                                       period of full
                                  of initial                                                                                            cycle of
                                  displacement. +/-                                                                                     oscillation.
                                  1 overshoot
                                  greater than 5%
                                  of initial
                                  displacement +/-1
                                  overshoot.
--------------------------------
(6) Freepay....................  +/-0.10 in........  Ground; Static      .....     X      X   .....     X      X   Record and compare
                                                      conditions.                                                   results for all
                                                                                                                    controls.
--------------------------------
B. Longitudinal Handling Qualities
------------------------------------------------------------------------
(1) Control Response...........  Pitch Rate--+/-10%  Cruise;             .....     X      X   .....     X      X   Results must be
                                  or +/-2[deg]/       Augmentation on                                               recorded for two
                                  sec., Pitch         and Off.                                                      cruise airspeeds
                                  Attitude Change--                                                                 to include
                                  +/-10% or +/-                                                                     minimum power
                                  1.5[deg].                                                                         required speed.
                                                                                                                    Record data for a
                                                                                                                    step control
                                                                                                                    input. The Off-
                                                                                                                    axis response
                                                                                                                    must show correct
                                                                                                                    trend for
                                                                                                                    unaugmented
                                                                                                                    cases.
--------------------------------

[[Page 60493]]

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

[[Page 60494]]

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

4. Control Dynamics

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

Begin Information

    a. The characteristics of a helicopter flight control system 
have a major effect on the handling qualities. A significant 
consideration in pilot acceptability of a helicopter is the ``feel'' 
provided through the cockpit controls. Considerable effort is 
expended on helicopter feel system design in order to deliver a 
system with which pilots will be comfortable and consider the 
helicopter desirable to fly. In order for an FTD to be 
representative, it too must present the pilot with the proper feel; 
that of the respective helicopter.
    b. Recordings such as free response to an impulse or step 
function are classically used to estimate the dynamic properties of 
electromechanical systems. In any case, it is only possible to 
estimate the dynamic properties as a result of only being able to 
estimate true inputs and responses. Therefore, it is imperative that 
the best possible data be collected since close matching of the FTD 
control loading system to the helicopter systems is essential. 
Control feel dynamic tests are described in the Table of Objective 
Tests in this appendix. Where accomplished, the free response is 
measured after a step or pulse input is used to excite the system.
    c. For initial and upgrade evaluations, it is required that 
control dynamic characteristics be measured at and recorded directly 
from the cockpit controls. This procedure is usually accomplished by 
measuring the free response of the controls using a step or pulse 
input to excite the system. The procedure must be accomplished in 
hover, climb, cruise, and autorotation. For helicopters with 
irreversible control systems, measurements may be obtained on the 
ground. Proper pitot-

[[Page 60495]]

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

T(P0) +/-10% of P0
T(P1) +/-20% of P1
T(A) +/-10% of A1, +/-20% of Subsequent Peaks
T(Ad) +/-10% of Ad = Residual Band
Overshoots +/-1
    (b) In the event the number of cycles completed outside of the 
residual band, and thereby significant, exceeds the number depicted 
in figure 1 of this attachment, the following tolerances (T) will 
apply:

T(Pn) +/-10%(n+1)% of Pn, where ``n'' is the 
next in sequence.
BILLING CODE 4910-13-P

[[Page 60496]]

[GRAPHIC] [TIFF OMITTED] TP25SE02.058

[GRAPHIC] [TIFF OMITTED] TP25SE02.059

BILLING CODE 4910-13-C

Attachment 3 to Appendix D to Part 60--FTD Subjective Tests

1. Discussion

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

Begin Information

    a. The subjective tests and the examination of functions provide 
a basis for evaluating the capability of the FTD to perform over a 
typical utilization period; determining that the FTD satisfactorily 
meets the appropriate training/testing/checking objectives and 
competently simulates each required maneuver, procedure, or task; 
and verifying correct operation of the FTD controls, instruments, 
and systems. The items in the list of operations tasks are for FTD 
evaluation

[[Page 60497]]

purposes only. They must not be used to limit or exceed the 
authorizations for use of a given level of FTD as found in the 
Practical Test Standards or as may be approved by the TPAA. All 
items in the following paragraphs are subject to an examination of 
function.
    b. The List of Operations Tasks addressing pilot functions and 
maneuvers is divided by flight phases. All simulated helicopter 
systems functions will be assessed for normal and, where 
appropriate, alternate operations. Normal, abnormal, and emergency 
operations associated with a flight phase will be assessed during 
the evaluation of maneuvers or events within that flight phase.
    c. Systems to be evaluated are listed separately under ``Any 
Flight Phase'' to ensure appropriate attention to systems checks. 
Operational navigation systems (including inertial navigation 
systems, global positioning systems, or other long-range systems) 
and the associated electronic display systems will be evaluated if 
installed. The NSP pilot will include in his report to the TPAA, the 
effect of the system operation and any system limitation.
    d. At the request of the TPAA, the NSP Pilot may assess the FTD 
for a special aspect of a sponsor's training program during the 
functions and subjective portion of an evaluation. Such an 
assessment may include a portion of a Line Oriented Flight Training 
(LOFT) scenario or special emphasis items in the sponsor's training 
program. Unless directly related to a requirement for the 
qualification level, the results of such an evaluation would not 
necessarily affect the qualification of the FTD.

End Information

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

2. List of Operations Tasks

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

Begin QPS Requirements

    The NSP pilot, or the pilot designated by the NSPM, will 
evaluate the FTD in the following Operations Tasks, as applicable to 
the helicopter and FTD level, using the sponsor's approved manuals 
and checklists.

a. Preparation for Flight

    (1) Preflight. Accomplish a functions check of all switches, 
indicators, systems, and equipment at all cockpit crewmembers' and 
instructors' stations, and determine that the cockpit design and 
functions are identical to that of the helicopter simulated.
(2) APU/Engine start and run-up.
    (a) Normal start procedures.
    (b) Alternate start procedures.
    (c) Abnormal starts and shutdowns (hot start, hung start, etc.)
    (d) Rotor engagement.
    (e) System checks.
    (f) Other.

b. Takeoff

(1) Normal.
    (a) From ground.
    (b) From hover.
    (i) Cat A.
    (ii) Cat B.
    (c) Running.
    (d) Crosswind/tailwind.
    (e) Maximum performance.
    (f) Instrument.
(2) Abnormal/emergency procedures:
    (a) Takeoff with engine failure after critical decision point 
(CDP).
    (i) Cat A.
    (ii) Cat B.
    (b) Other

c. Climb

(1) Normal.
(2) One engine inoperative.
(3) Other.

d. Cruise

(1) Performance.
(2) Flying qualities.
(3) Turns.
    (a) Timed.
    (b) Normal.
    (c) Steep.
(4) Accelerations and decelerations.
(5) High speed vibrations.
(6) Abnormal/emergency procedures, for example:
    (a) Engine fire.
    (b) Engine failure.
    (c) Inflight engine shutdown and restart.
    (d) Fuel governing system failures.
    (e) Directional control malfunction.
    (f) Hydraulic failure.
    (g) Stability system failure.
    (h) Rotor vibrations.
    (i) Other.

e. Descent

(1) Normal.
(2) Maximum rate.
(3) Other.

f. Approach

(1) Non-precision.
    (a) All engines operating.
    (b) One or more engines inoperative.
    (c) Approach procedures:
    (i) NDB
    (ii) VOR, RNAV, TACAN
    (iii) ASR
    (iv) Helicopter only.
    (v) Other.
    (d) Missed approach.
    (i) All engines operating.
    (ii) One or more engines inoperative.
(2) Precision.
    (a) All engines operating.
    (b) One or more engines inoperative.
    (c) Approach procedures:
    (i) PAR
    (ii) MLS
    (iii) ILS
    (iv) Manual (raw data).
    (v) Flight director only.
    (vi) Autopilot coupled.
    (A) Cat I
    (B) Cat II
    (vii) Other.
    (d) Missed approach.
    (i) All engines operating.
    (ii) One or more engines inoperative.
    (iii) Stability system failure.
    (e) Other

g. Any Flight Phase

(1) Helicopter and powerplant systems operation.
    (a) Air conditioning.
    (b) Anti-icing/deicing.
    (c) Auxiliary power plant.
    (d) Communications.
    (e) Electrical.
    (f) Fire detection and suppression.
    (g) Stabilizer.
    (h) Flight controls.
    (i) Fuel and oil.
    (j) Hydraulic.
    (k) Landing gear.
    (l) Oxygen.
    (m) Pneumatic.
    (n) Powerplant.
    (o) Flight control computers.
    (p) Stability and control augmentation.
    (q) Other.
(2) Flight management and guidance system.
    (a) Airborne radar.
    (b) Automatic landing aids.
    (c) Autopilot.
    (d) Collision avoidance system.
    (e) Flight data displays.
    (f) Flight management computers.
    (g) Head-up displays.
    (h) Navigation systems.
    (i) Other.
(3) Airborne procedures.
    (a) Holding.
    (b) Air hazard avoidance.
    (c) Retreating blade stall recovery.
    (d) Mast bumping.
    (e) Other.

h. Engine Shutdown and Parking

(1) Engine and systems operation.
(2) Parking brake operation.
(3) Rotor brake operation.
(4) Abnormal/emergency procedures.

3. FTD Systems

a. Instructor Operating Station (IOS)

(1) Power switch(es).
(2) Helicopter conditions.
    (a) Gross weight, center of gravity, fuel loading and 
allocation, etc.
    (b) Helicopter systems status.
    (c) Ground crew functions (e.g., external power connections, 
push back, etc.)
    (d) Other.
(3) Airports or Landing Areas.
    (a) Number and selection.
    (b) Runway or landing area selection.
    (c) Landing surface condition (e.g., rough, smooth, icy, wet, 
dry, etc.)
    (d) Preset positions (e.g. ramp, gate, 1 for takeoff, 
takeoff position, over FAF, etc.)
    (e) Lighting controls.
    (f) Other.
4. Environmental controls.
    (a) Temperature.
    (b) Climate conditions (e.g., ice, snow, rain, etc.).
    (c) Wind speed and direction.
    (d) Other.
5. Helicopter system malfunctions.
    (a) Insertion / deletion.
    (b) Problem clear.
    (c) Other
6. Locks, freezes, and repositioning.
    (a) Problem (all) freeze / release.
    (b) Position (geographic) freeze / release.
    (c) Repositioning (locations, freezes, and releases).
    (d) Two times or one-half ground speed control.
    (e) Other
7. Remote IOS.
8. Other.

[[Page 60498]]

b. Sound Controls--On / Off / Rheostat

c. Control Loading System. On / Off / Emergency stop

d. Observer Stations

1. Position.
2. Adjustments.

End QPS Requirements

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

Attachment 4 to Appendix D to Part 60--Definitions and Abbreviations

1. Definitions

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

Begin Rule Language (14 CFR Part 1 and Sec.  60.3)

(From Part 1--Definitions)

    Flight simulation device (FSD) means a flight simulator or a 
flight training device.
    Flight simulator means a full size replica of a specific type or 
make, model, and series aircraft cockpit. It includes the assemblage 
of equipment and computer programs necessary to represent the 
aircraft in ground and flight operations, a visual system providing 
an out-of-the-cockpit view, a system that provides cues at least 
equivalent to those of a three-degree-of-freedom motion system, and 
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 standards (QPS) for a specific 
qualification level.
    Flight training device (FTD) means a full size replica of 
aircraft instruments, equipment, panels, and controls in an open 
flight deck area or an enclosed aircraft cockpit replica. It 
includes the equipment and computer programs necessary to represent 
the aircraft or set of aircraft 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 
qualification level.

(From Part 60--Definitions)

    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.
    Flight test data. Actual aircraft performance data obtained by 
the aircraft manufacturer (or other supplier of data acceptable to 
the NSPM) during an aircraft flight test program.
    FSD Directive. A document issued by the FAA to an FSD sponsor, 
requiring a modification to the FSD due to a recognized safety-of-
flight issue and amending the qualification basis for the FSD.
    Master Qualification Test Guide (MQTG). The FAA-approved 
Qualification Test Guide with the addition of the FAA-witnessed 
test, performance, or demonstration results, applicable to each 
individual FSD.
    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 the NSPM .
    Objective test. A quantitative comparison of simulator 
performance data to actual or predicted aircraft performance data to 
ensure FSD performance is within the tolerances prescribed in the 
QPS.
    Predicted data. Aircraft performance data derived from sources 
other than direct physical measurement of, or flight tests on, the 
subject aircraft. Predicted data may include engineering analysis 
and simulation, design data, wind tunnel data, estimations or 
extrapolations based on existing flight test data, or data from 
other models.
    Qualification level. The categorization of the FSD, based on its 
demonstrated technical and operational capability as set out in the 
QPS.
    Qualification Performance Standard (QPS). The collection of 
procedures and criteria published by the FAA to be used when 
conducting objective tests and subjective tests, including general 
FSD requirements, for establishing FSD qualification levels.
    Qualification Test Guide (QTG). The primary reference document 
used for evaluating an aircraft FSD. It contains test results, 
performance or demonstration results, statements of compliance and 
capability, the configuration of the aircraft simulated, and other 
information for the evaluator to assess the FSD against the 
applicable regulatory criteria.
    Set of aircraft. Aircraft that share similar handling and 
operating characteristics and similar operating envelopes and have 
the same number and type of engines or power plants.
    Sponsor. A certificate holder who seeks or maintains FSD 
qualification and is responsible for the prescribed actions as set 
out in this part and the QPS for the appropriate FSD and 
qualification level.
    Subjective test. A qualitative comparison to determine the 
extent to which the FSD performs and handles like the aircraft being 
simulated.
    Training Program Approval Authority (TPAA). A person authorized 
by the Administrator to approve the aircraft flight training program 
in which the FSD will be used.
    Upgrade. The improvement or enhancement of an FSD for the 
purpose of achieving a higher qualification level.

End Rule Language (14 CFR Part 1 and Sec. 60.3)

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

Begin QPS Requirement

    Airspeed--is calibrated airspeed unless otherwise specified and 
is expressed in terms of nautical miles per hour (knots).
    Altitude--is pressure altitude (meters or feet) unless specified 
otherwise.
    Automatic Testing--is simulator testing wherein all stimuli are 
under computer control.
    Bank--is the helicopter attitude with respect to or around the 
longitudinal axis, or roll angle (degrees).
    Breakout--is the force required at the pilot's primary controls 
to achieve initial movement of the control position.
    Closed Loop Testing--is a test method for which the input 
stimuli are generated by controllers which drive the simulator to 
follow a pre-defined target response.
    Computer Controlled Helicopter--is a helicopter where all pilot 
inputs to the control surfaces are transferred and augmented by 
computers.
    Control Sweep--is movement of the appropriate pilot controller 
from neutral to an extreme limit in one direction (Forward, Aft, 
Right, or Left), a continuous movement back through neutral to the 
opposite extreme position, and then a return to the neutral 
position.
    Convertible Flight Simulator--is a simulator in which hardware 
and software can be changed so that the simulator becomes a replica 
of a different model, usually of the same type helicopter. The same 
simulator platform, cockpit shell, motion system, visual system, 
computers, and necessary peripheral equipment can thus be used in 
more than one simulation.
    Critical Engine Parameter--is the parameter which is the most 
accurate measure of propulsive force.
    Deadband--is the amount of movement of the input for a system 
for which there is no reaction in the output or state of the system 
observed.
    Distance--is the length of space between two points and is 
expressed in terms of nautical miles unless specified otherwise.
    Driven--is a test method where the input stimulus or variable is 
positioned by automatic means, generally a computer input.
    Free Response--is the response of the simulator after completion 
of a control input or disturbance.
    Frozen--is a test condition where one or more variables are held 
constant with time.
    Fuel used--is the amount or mass of fuel used (kilograms or 
pounds).
    Ground Effect--is the change in aerodynamic characteristics due 
to modification of the air flow past the aircraft caused by the 
proximity of the earth's surface to the helicopter.
    Hands Off--is a test maneuver conducted or completed without 
pilot control inputs.
    Hands On--is a test maneuver conducted or completed with pilot 
control inputs as required.
    Heave--is simulator movement with respect to or along the 
vertical axis.
    Height--is the height above ground level (or AGL) expressed in 
meters or feet.
    Integrated Testing--is testing of the simulator such that all 
helicopter system models are active and contribute appropriately to 
the results where none of the models used are substituted with 
models or other algorithms intended for testing only.
    Irreversible Control System--is a control system in which 
movement of the control surface will not backdrive the pilot's 
control in the cockpit.
    Locked--is a test condition where one or more variables are held 
constant with time.
    Manual Testing--is simulator testing wherein the pilot conducts 
the test without computer inputs except for initial setup and all 
modules of the simulation are active.
    Medium--is the normal operational weight for a given flight 
segment.

[[Page 60499]]

    Nominal--is the normal operational weight, configuration, speed, 
etc., for the flight segment specified.
    Non-Normal Control--is a term used in reference to Computer 
Controlled Helicopters and is the state where one or more of the 
intended control, augmentation, or protection functions are not 
fully working. Note: Specific terms such as ALTERNATE, DIRECT, 
SECONDARY, BACKUP, etc., may be used to define an actual level of 
degradation.
    Normal Control--is a term used in reference to Computer 
Controlled Helicopters and is the state where the intended control, 
augmentation, and protection functions are fully working.
    Pitch--is the helicopter attitude with respect to or around the 
lateral axis expressed in degrees.
    Power Lever Angle--is the angle of the pilot's primary engine 
control lever(s) in the cockpit. This may also be referred to as 
PLA, THROTTLE, or POWER LEVER.
    Protection Functions--are systems functions designed to protect 
a helicopter from exceeding its flight maneuver limitations.
    Pulse Input--is a step input to a control followed by an 
immediate return to the initial position.
    Reversible Control System--is a control system in which movement 
of the control surface will backdrive the pilot's control in the 
cockpit.
    Roll--is the helicopter attitude with respect to or around the 
longitudinal axis expressed in degrees.
    Sideslip--is the angular difference between the helicopter 
heading and the direction of movement in the horizontal plane.
    Simulation Data--are the various types of data used by the 
simulator manufacturer and the applicant to design, manufacture, and 
test the simulator.
    Simulator Approval--is the extent to which a simulator may be 
used by a certificate holder as authorized by the FAA. It takes 
account of helicopter to simulator differences and the training 
ability of the organization.
    Simulator Latency--is the additional time beyond that of the 
response time of the helicopter due to the response of the 
simulator.
    Snapshot--is a presentation of one or more variables at a given 
instant of time.
    Source Data--are, for the purpose of this document, performance, 
stability and control, and other necessary test parameters 
electrically or electronically recorded in a helicopter using a 
calibrated data acquisition system of sufficient resolution and 
verified as accurate by the company performing the test to establish 
a reference set of relevant parameters to which like simulator 
parameters can be compared.
    Statement of Compliance and Capability (SOC)--is a declaration 
that specific requirements have been met. It must declare that 
compliance with the requirement is achieved and explain how the 
requirement is met (e.g., gear modeling approach, coefficient of 
friction sources, etc.). It must also describe the capability of the 
simulator to meet the requirement (e.g., computer speed, visual 
system refresh rate, etc.). In doing this, the statement must 
provide references to needed sources of information for showing 
compliance, rationale to explain how the referenced material is 
used, mathematical equations and parameter values used, and 
conclusions reached.
    Step Input--is an abrupt control input held at a constant value.
    Surge--is simulator movement with respect to or along the 
longitudinal axis.
    Sway--is simulator movement with respect to or along the lateral 
axis.
    Time History--is a presentation of the change of a variable with 
respect to time.
    Training Program Approval Authority (TPAA)--is the person who 
exercises authority on behalf of the Administrator in approving the 
aircraft flight training program for the appropriate helicopter in 
which the simulator will be used. This person is the principal 
operations inspector (POI) for programs approved under 14CFR parts 
63, 121, 125, or 135; or the training center program manager (TCPM) 
for programs approved under part 141 or 142.
    Transport Delay or ``Throughput''--is the total simulator system 
processing time required for an input signal from a pilot primary 
flight control until motion system, visual system, or instrument 
response. It is the overall time delay incurred from signal input 
until output response. It does not include the characteristic delay 
of the helicopter simulated.
    Validation Data--are data used to determine if the simulator 
performance corresponds to that of the helicopter.
    Validation Test--is a test by which simulator parameters are 
compared to the relevant validation data.
    Visual System Response Time--is the interval from a control 
input to the completion of the visual display scan of the first 
video field containing the resulting different information.
    Yaw--is helicopter attitude with respect to or around the 
vertical axis expressed in degrees.

End QPS Requirements

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

2. Abbreviations

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

Begin QPS Requirements

AFM--Approved 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\2\, 3.4263 candela/m\2\ = 1 ft-Lambert.
CFR--Code of Federal Regulations.
cm(s)--centimeter, centimeters.
daN--decaNewtons, one (1) decaNewton = 2.27 pounds.
deg(s)--degree, degrees.
DOF--Degrees-of-freedom.
EPR--Engine Pressure Ratio.
FAA--Federal Aviation Administration (U.S.).
fpm--feet per minute.
ft--foot/feet, 1 foot = 0.304801 meters.
ft-Lambert--foot-Lambert, 1 ft-Lambert = 3.4263 candela/m\2\.
g--Acceleration due to Gravity (meters or feet/sec\2\); 1g = 9.81 m/
sec\2\ or 32.2 feet/sec\2\.
G/S--Glideslope.
IATA--International Airline Transport Association.
ICAO--International Civil Aviation Organization.
ILS--Instrument Landing System.
IQTG--International Qualification Test Guide.
km--Kilometers 1 km = 0.62137 Statute Miles.
kPa--KiloPascal (Kilo Newton/Meters2). 1 psi = 6.89476 kPa.
Kts--Knots calibrated airspeed unless otherwise specified, 1 knot = 
0.5148 m/sec or 1.689 ft/sec.
lb(s)--pound(s), one (1) pound = 0.44 decaNewton.
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.
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.
nm--Nautical Mile(s) 1 Nautical Mile = 6,080 feet.
NN--NON-NORMAL CONTROL Used in reference to Computer Controlled 
Aircraft.
NWA--Nosewheel Angle (degrees).
PAPI--Precision Approach Path Indicator System.
PLA--Power Lever Angle.
Pf--Impact or Feel Pressure, often expressed as ``q.''.
PLF--Power for Level Flight. psi pounds per square inch.
QPS--Qualification Performance Standard.
RAE--Royal Aerospace Establishment.
R/C--Rate of Climb (meters/sec or feet/min).
R/D--Rate of Descent (meters/sec or feet/min).
REIL--Runway End Identifier Lights.
RVR--Runway Visual Range (meters or feet).
s--second(s).
sec(s)--second, seconds.
sm--Statute Mile(s) 1 Statute Mile = 5,280 feet.
SOC--Statement of Compliance and Capability.
T/O--Takeoff.
Tf--Total time of the flare maneuver duration.
Ti--Total time from initial throttle movement until a 10% response 
of a critical engine parameter.
TIR--Type Inspection Report.
T/O--Takeoff.
Tt--Total time from Ti to a 90% increase or decrease in the power 
level specified.
VASI--Visual Approach Slope Indicator System.
VGS--Visual Ground Segment.
Vmc--Minimum Control Speed.

[[Page 60500]]

Vmca--Minimum Control Speed in the air.
Vmcg--Minimum Control Speed on the ground.

End QPS Requirements 7

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

Attachment 5 to Appendix D to Part 60--Sample Documents

Begin Information

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

Title of Sample

Table of Contents

Figure 1. Sample Letter of Request
Figure 2. Sample Qualification Test Guide Cover Page
Figure 3. Sample FTD Information Page
Figure 4. Sample Statement of Qualification
    4A Sample Statement of Qualification; Configuration List
    4B Sample Statement of Qualification; Qualified/Non-Qualified 
Tasks
Figure 5. Sample Recurrent Evaluation Requirements Page
Figure 6. Sample Request for Initial, Upgrade, or Reinstatement 
Evaluation Date
Figure 7. Sample MQTG Index of Effective FSD Directives

End Information

-----------------------------------------------------------------------
BILLING CODE 4910-13-P

[[Page 60501]]

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[[Page 60502]]


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[[Page 60503]]


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[[Page 60504]]


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[[Page 60505]]


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[[Page 60506]]


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[[Page 60507]]


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[[Page 60508]]


[GRAPHIC] [TIFF OMITTED] TP25SE02.067


[[Page 60509]]


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[[Page 60510]]


[GRAPHIC] [TIFF OMITTED] TP25SE02.069


[[Page 60511]]


[GRAPHIC] [TIFF OMITTED] TP25SE02.070

BILLING CODE 4910-13-C

Attachment 6 to Appendix D to Part 60--Record of FSD Directives

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

Begin QPS Requirements

    When the FAA determines that modification of an FTD is necessary 
for safety reasons, all affected FTDs must be modified accordingly, 
regardless of the original qualification standards applicable to any 
specific FTD.
    a. A copy of the notification to the sponsor from the TPAA or 
NSPM that a modification is necessary will be filed in and 
maintained as part of this attachment.
    b. The effective FSD Directives, including the date of the 
directive, the direction to make these changes, and the date of 
completion of any resulting modification must be maintained in a 
separate section of the MQTG and index accordingly. The MQTG must 
also be updated to include the information described in Sec.  
60.15(b)(4) as may be appropriate as a result of the FSD Directive. 
See Attachment 5 of this appendix for a sample Index of Effective 
FSD Directives.

End QPS Requirements

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

Begin QPS Requirements

    The following FSD Directives have been issued and are filed in 
this attachment according to the below-listed Notification Number. 
(Continue as necessary)

----------------------------------------------------------------------------------------------------------------
                                           Individual FTDs
           Notification No.                    affected            Sponsors affected       Date of notification
----------------------------------------------------------------------------------------------------------------
 
--------------------------------------
 
--------------------------------------
 
--------------------------------------
 
--------------------------------------
 
--------------------------------------
 
--------------------------------------
 
--------------------------------------
 
--------------------------------------

[[Page 60512]]

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

PART 61--CERTIFICATION: PILOTS, FLIGHT INSTRUCTORS, AND GROUND 
INSTRUCTORS

    7. The authority citation for part 61 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701-44703, 44707, 44709-
44711, 45102-45103, 45301-45302.

    8. Section 61.1 is amended by revising paragraphs (b)(1) and 
(b)(15)(iii), and by removing and reserving paragraphs (b)(5) and 
(b)(7), to read as follows:


Sec.  61.1  Applicability and definitions.

* * * * *
    (b) * * *
    (1) Aeronautical experience means pilot time obtained in an 
aircraft, a flight simulator, a flight training device, or other device 
approved under Sec.  61.4(b) for meeting the appropriate training and 
flight time requirements for an airman certificate, rating, flight 
review or recency of flight experience requirements of this part.
* * * * *
    (15) * * *
    (iii) In a flight simulator, a flight training device, or other 
device approved under Sec.  61.4(b) from an authorized instructor.
    9. Section 61.4 is revised to read as follows:


Sec.  61.4  Flight simulators, flight training devices, or other 
devices.

    (a) Each flight simulator and flight training device used for 
training, and for which an airman is to receive credit to satisfy any 
training, testing, or checking requirement under this chapter, must be 
evaluated and qualified under part 60 of this chapter and must be 
approved by the Administrator for both of the following:
    (1) The training, testing, and checking for which it is used.
    (2) Each particular maneuver, procedure, or flightcrew member 
function performed.
    (b) The Administrator may approve a device other than a flight 
simulator or flight training device for the purpose indicated in those 
sections of this part where the phrase ``other device'' is used.
    10. Section 61.23 is amended by revising paragraphs (b)(7) and 
(b)(8) to read as follows:


Sec.  61.23  Medical certificates: Requirement and duration.

* * * * *
    (b) * * *
    (7) When serving as an examiner or check airman during the 
administration of a test or check for a certificate, rating, or 
authorization conducted in a flight simulator, a flight training 
device, or other device approved under Sec.  61.4(b); or
    (8) When taking a test or check for a certificate, rating, or 
authorization conducted in a flight simulator, a flight training 
device, or other device approved under Sec.  61.4(b).
* * * * *
    11. Section 61.31 is amended by revising the introductory text of 
paragraph (g)(3) to read as follows:


Sec.  61.31  Type rating requirements, additional training, and 
authorization requirements.

* * * * *
    (g) * * *
    (3) The training and endorsement required by paragraphs (g)(1) and 
(g)(2) of this section are not required if that person can document 
satisfactory accomplishment of any of the following in a pressurized 
aircraft, a flight simulator, a flight training device, or other device 
approved under Sec.  61.4(b) that is representative of a pressurized 
aircraft:
* * * * *
    12. Section 61.51 is amended by revising paragraphs (b)(1)(iii), 
(b)(2)(v), (b)(3)(iii), (g)(4), and (h)(1) to read as follows:


Sec.  61.51  Pilot logbooks.

* * * * *
    (b) * * *
    (1) * * *
    (iii) Location where the aircraft departed and arrived, or for 
lessons in a flight simulator, a flight training device, or other 
device approved under Sec.  61.4(b), the location where the lesson 
occurred.
* * * * *
    (2) * * *
    (v) Training received in a flight simulator, a flight training 
device, or other device approved under Sec.  61.4(b) from an authorized 
instructor.
    (3) * * *
    (iii) Simulated instrument conditions in flight, a flight 
simulator, a flight training device, or other device approved under 
Sec.  61.4(b).
* * * * *
    (g) * * *
    (4) A flight simulator, a flight training device, or other device 
approved under Sec.  61.4(b), may be used by a person to log instrument 
flight time, provided an authorized instructor is present during the 
simulated flight.
    (h) Logging training time. (1) A person may log training time when 
that person receives training from an authorized instructor in an 
aircraft, flight simulator, a flight training device, or other device 
approved under Sec.  61.4(b).
* * * * *
    13. Section 61.65 is amended by revising paragraphs (a)(5), 
(a)(8)(ii), the introductory text of paragraph (c), the heading and 
introductory text of paragraph (e), and (e)(2) to read as follows:


Sec.  61.65  Instrument rating requirements.

    (a) * * *
    (5) Receive and log training on the areas of operation of paragraph 
(c) of this section from an authorized instructor in an aircraft, a 
flight simulator, a flight training device, or other device approved 
under Sec.  61.4(b) that represents an airplane, helicopter, or 
powered-lift appropriate to the instrument rating sought;
* * * * *
    (8) * * *
    (ii) A flight simulator, a flight training device, or other device 
approved under Sec.  61.4(b) appropriate to the rating sought and 
approved for the specific maneuver or procedure performed. If a flight 
training device or other device approved under Sec.  61.4(b) is used 
for the practical test, the instrument approach procedures conducted in 
that device are limited to one precision and one nonprecision approach, 
provided the flight training device or other device approved under 
Sec.  61.4(b) is approved for the procedure performed.
* * * * *
    (c) Flight proficiency. A person who applies for an instrument 
rating must receive and log training from an authorized instructor in 
an aircraft, a flight simulator, a flight training device, or other 
device approved under Sec.  61.4(b) in accordance with paragraph (e) of 
this

[[Page 60513]]

section, that includes the following areas of operation:
* * * * *
    (e) Use of flight simulators, flight training devices, or other 
devices approved under Sec.  61.4(b). If the instrument training was 
provided by an authorized instructor in a flight simulator, a flight 
training device or other device approved under Sec.  61.4(b)--
* * * * *
    (2) A maximum of 20 hours may be performed in that flight 
simulator, flight training device, or other device approved under Sec.  
61.4(b) if the training was not accomplished in accordance with part 
142 of this chapter.
    14. Section 61.109 is amended by revising paragraphs (i) heading 
and (i)(1) to read as follows:


Sec.  61.109  Aeronautical experience.

* * * * *
    (i) Permitted credit for use of a flight simulator, a flight 
training device, or other device approved under Sec.  61.4(b). (1) 
Except as provided in paragraph (i)(2) of this section, a maximum of 
2.5 hours of training in a flight simulator, a flight training device, 
or other device approved under Sec.  61.4(b), representing the 
category, class, and type, if applicable, of aircraft appropriate to 
the rating sought, may be credited toward the flight training time 
required by this section, if received from an authorized instructor.
* * * * *

PART 63--CERTIFICATION: FLIGHT CREWMEMBERS OTHER THAN PILOTS

    15. The authority citation for part 63 continues to read as 
follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701-44703, 44707, 44709-
44711, 45102-45103, 45301-45302.

    16. Section 63.39 is amended by revising paragraph (b)(3) to read 
as follows:


Sec.  63.39  Skill requirements.

* * * * *
    (b) * * *
    (3) In flight, in an airplane simulator, or in an appropriately 
equipped cockpit specific flight training device qualified in 
accordance with part 60 of this chapter, show that he can 
satisfactorily perform emergency duties and procedures and recognize 
and take appropriate action for malfunctions of the airplane, engines, 
propellers (if appropriate), systems and appliances.
    17. Appendix C to part 63 is amended by revising the introductory 
text of paragraph (a)(3)(iv) to read as follows:

Appendix C to Part 63--Flight Engineer Training Course Requirements

    (a) * * *
    (3) * * *
    (iv) If the Administrator finds a simulator or appropriately 
equipped cockpit specific flight training device qualified in 
accordance with part 60 of this chapter to accurately reproduce the 
design, function, and control characteristics, as pertaining to the 
duties and responsibilities of a flight engineer on the type of 
airplane to be flown, the flight training time may be reduced by a 
ratio of 1 hour of flight time to 2 hours of airplane simulator time, 
or 3 hours of time in an appropriately equipped cockpit specific flight 
training device qualified in accordance with part 60 of this chapter, 
as the case may be, subject to the following limitations:
* * * * *

PART 141--PILOT SCHOOLS

    18. The authority citation for part 141 continues to read as 
follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701-44703, 44707, 44709, 
44711, 45102-45103, 45301-45302.

    19. Section 141.41 is amended by revising paragraphs (a) and (b) to 
read as follows:


Sec.  141.41  Flight simulators, flight training devices, and training 
aids.

* * * * *
    (a) Flight simulators. Each flight simulator used to obtain flight 
training credit allowed for flight simulators in an approved pilot 
training course curriculum must be evaluated and qualified under part 
60 of this chapter and must be approved by the Administrator for use 
under an approved training program.
    (b) Flight training devices. Each flight training device used to 
obtain flight training credit allowed for flight training devices in an 
approved pilot training course curriculum must be evaluated and 
qualified under part 60 of this chapter and must be approved by the 
Administrator for use under an approved training program.
* * * * *

PART 142--TRAINING CENTERS

    20. The authority citation for part 142 continues to read as 
follows:

    Authority: 49 U.S.C. 106(g), 40113, 40119, 44101, 44701-44703, 
44705, 44707, 44709-44711, 45102-45103, 45301-45302.

    21. Section 142.3 is amended by removing the definition for 
``Advanced Flight Training Device'' and by revising the definition for 
``Flight training equipment'' to read as follows:


Sec.  142.3  Definitions.

* * * * *
    Flight training equipment means flight simulators, flight training 
devices, and aircraft.
* * * * *
    22. Section 142.15 is amended by revising paragraph (d) to read as 
follows:


Sec.  142.15  Facilities.

* * * * *
    (d) An applicant for, or holder of, a training center certificate 
must have available exclusively, for adequate periods of time and at a 
location approved by the Administrator, adequate flight training 
equipment and courseware, including at least one flight simulator or 
flight training device.
    23. Section 142.59 is amended by revising paragraph (c), by 
removing and reserving paragraph (d), and by removing paragraph (f) to 
read as follows:


Sec.  142.59  Flight simulators and flight training devices.

* * * * *
    (c) Each flight simulator or flight training device used by a 
training center must be evaluated and qualified under part 60 of this 
chapter and must be approved by the Administrator for use under an 
approved training program.
* * * * *

    Issued in Washington, DC, on June 4, 2002.
Louis C. Cusimano,
Acting Director, Flight Standards Service.
[FR Doc. 02-14785 Filed 9-24-02; 8:45 am]
BILLING CODE 4910-13-P