14 CFR Part 60 — Flight Simulation Training Device Initial and Continuing Qualification and Use

SUBCHAPTER D—AIRMEN

A PPENDIX D TO P ART 60—Q UALIFICATION P ER - FORMANCE S TANDARDS FOR H ELICOPTER F LIGHT T RAINING D EVICES PART 60—FLIGHT SIMULATION A PPENDIX E TO P ART 60—Q UALIFICATION P ER - TRAINING DEVICE INITIAL AND FORMANCE S TANDARDS FOR Q UALITY M AN - AGEMENT SYSTEMS FOR F LIGHT S IMULA - CONTINUING QUALIFICATION TION T RAINING D EVICES AND USE A PPENDIX F TO P ART 60—D EFINITIONS AND A B - BREVIATIONS FOR F LIGHT S IMULATION Sec.

T RAINING D EVICES 60.1 Applicability.

A UTHORITY : 49 U.S.C. 106(f), 106(g), 40113, 60.2 Applicability of sponsor rules to per- and 44701; Pub. L. 111–216, 124 Stat. 2348 (49 sons who are not sponsors and who are U.S.C. 44701 note) engaged in certain unauthorized activi- ties. S OURCE : Docket FAA–2002–12461, 71 FR 60.3 Definitions. 63426, Oct. 30, 2006, unless otherwise noted.

60.4 Qualification Performance Standards.

§ 60.1 Applicability.

60.5 Quality management system.

60.7 Sponsor qualification requirements.

(a) This part prescribes the rules gov- 60.9 Additional responsibilities of the spon- erning the initial and continuing quali- sor.

fication and use of all aircraft flight 60.11 FSTD use.

simulation training devices (FSTD) 60.13 FSTD objective data requirements.

used for meeting training, evaluation, 60.14 Special equipment and personnel re- or flight experience requirements of quirements for qualification of the this chapter for flight crewmember cer- FSTD.

60.15 Initial qualification requirements. tification or qualification.

60.16 Additional qualifications for a cur- (b) The rules of this part apply to rently qualified FSTD.

each person using or applying to use an 60.17 Previously qualified FSTDs.

FSTD to meet any requirement of this 60.19 Inspection, continuing qualification chapter.

evaluation, and maintenance require- (c) The requirements of § 60.33 regard- ments.

ing falsification of applications, 60.20 Logging FSTD discrepancies.

records, or reports also apply to each 60.21 Interim qualification of FSTDs for person who uses an FSTD for training, new aircraft types or models.

evaluation, or obtaining flight experi- 60.23 Modifications to FSTDs.

60.25 Operation with missing, malfunc- ence required for flight crewmember tioning, or inoperative components.

certification or qualification under 60.27 Automatic loss of qualification and this chapter.

procedures for restoration of qualifica- E FFECTIVE D ATE N OTE : Amendments to tion.

§ 60.1 were published by Docket FAA–2023– 60.29 Other losses of qualification and pro- 1275, Amdt. 60–8, 89 FR 92483, Nov. 21, 2024, ef- cedures for restoration of qualification.

fective Jan. 21, 2025.

60.31 Recordkeeping and reporting.

60.33 Applications, logbooks, reports, and § 60.2 Applicability of sponsor rules to records: Fraud, falsification, or incorrect persons who are not sponsors and statements.

who are engaged in certain unau- 60.35 Specific full flight simulator compli- thorized activities.

ance requirements.

60.37 FSTD qualification on the basis of a (a) The rules of this part that are di- Bilateral Aviation Safety Agreement rected to a sponsor of an FSTD also (BASA).

apply to any person who uses or causes A PPENDIX A TO P ART 60—Q UALIFICATION P ER - the use of an FSTD when— FORMANCE S TANDARDS FOR A IRPLANE (1) That person knows that the FSTD F ULL F LIGHT S IMULATORS does not have an FAA-approved spon- A PPENDIX B TO P ART 60—Q UALIFICATION PER - sor; and FORMANCE S TANDARDS FOR A IRPLANE (2) The use of the FSTD by that per- F LIGHT T RAINING D EVICES son is nonetheless claimed for purposes A PPENDIX C TO P ART 60—Q UALIFICATION P ER - of meeting any requirement of this FORMANCE S TANDARDS FOR H ELICOPTER F ULL F LIGHT S IMULATORS chapter or that person knows or should 14 CFR Ch. I (1–1–25 Edition) § 60.3 have known that the person’s acts or § 60.5 Quality management system.

omissions would cause another person (a) After May 30, 2010, no sponsor to mistakenly credit use of the FSTD may use or allow the use of or offer the for purposes of meeting any require- use of an FSTD for flight crewmember ment of this chapter.

training or evaluation or for obtaining (b) A situation in which paragraph flight experience to meet any require- (a) of this section would not apply to a ment of this chapter unless the sponsor person would be when each of the fol- has established and follows a quality lowing conditions are met: management system (QMS), currently (1) The person sold or leased the approved by the responsible Flight FSTD and merely represented to the Standards office, for the continuing purchaser or lessee that the FSTD is in surveillance and analysis of the spon- sor’s performance and effectiveness in a condition in which it should be able providing a satisfactory FSTD for use to obtain FAA approval and qualifica- on a regular basis as described in QPS tion under this part; appendix E of this part.

(2) The person does not falsely claim (b) The QMS program must provide a to be the FAA-approved sponsor for the process for identifying deficiencies in FSTD; the program and for documenting how (3) The person does not falsely make the program will be changed to address representations that someone else is these deficiencies.

the FAA-approved sponsor of the FSTD (c) Whenever the responsible Flight at a time when that other person is not Standards office finds that the QMS the FAA-approved sponsor of the program does not adequately address FSTD; and the procedures necessary to meet the (4) The person’s acts or omissions do requirements of this part, the sponsor not cause another person to detrimen- must, after notification by the respon- tally rely on such acts or omissions for sible Flight Standards office, change the mistaken conclusion that the the program so the procedures meet FSTD is FAA-approved and qualified the requirements of this part. Each under this part at the time the FSTD such change must be approved by the is sold or leased.

responsible Flight Standards office prior to implementation.

§ 60.3 Definitions.

(d) Within 30 days after the sponsor receives a notice described in para- In addition to the definitions in part graph (c) of this section, the sponsor 1 of this chapter, other terms and defi- may file a petition with the Executive nitions applicable to this part are Director of Flight Standards Service found in appendix F of this part.

(the Executive Director) for reconsider- § 60.4 Qualification Performance ation of the responsible Flight Stand- Standards.

ards office finding. The sponsor must address its petition to the Executive The Qualification Performance Director, Flight Standards Service, Standards (QPS) are published in ap- Federal Aviation Administration, 800 pendices to this part as follows: Independence Ave., SW., Washington, (a) Appendix A contains the QPS for DC 20591. The filing of such a petition Airplane Flight Simulators.

to reconsider stays the notice pending (b) Appendix B contains the QPS for a decision by the Executive Director.

Airplane Flight Training Devices.

However, if the Executive Director (c) Appendix C contains the QPS for finds that there is a situation that re- Helicopter Flight Simulators.

quires immediate action in the interest (d) Appendix D contains the QPS for of safety in air commerce, he may, Helicopter Flight Training Devices.

upon a statement of the reasons, re- (e) Appendix E contains the QPS for quire a change effective without stay.

Quality Management Systems for [Docket FAA–2002–12461, 71 FR 63426, Oct. 30, FSTDs.

2006; Amdt. 60–2, 72 FR 59599, Oct. 22, 2007, as (f) Appendix F contains the QPS for amended by Docket FAA–2018–0119, Amdt. 60– Definitions and Abbreviations for 5, 83 FR 9170, Mar. 5, 2018; Docket FAA–2022– FSTDs. 1355, Amdt. 60–7, 87 FR 75711, Dec. 9, 2022] Federal Aviation Administration, DOT § 60.7 evaluation, and at least once within § 60.7 Sponsor qualification require- ments. each subsequent 12-month period there- after.

(a) A person is eligible to apply to be (6) At least one FSTD (as referenced a sponsor of an FSTD if the following conditions are met: in paragraph (b)(2)(i) or (b)(2)(ii) of this (1) The person holds, or is an appli- section) that was qualified before May cant for, a certificate under part 119, 30, 2008, is used within the sponsor’s 141, or 142 of this chapter; or holds, or FAA-approved flight training program is an applicant for, an approved flight for the aircraft or set of aircraft at engineer course in accordance with least once within the 12-month period part 63 of this chapter.

following the first continuing quali- (2) The FSTD will be used, or will be fication evaluation conducted by the offered for use, in the sponsor’s FAA- responsible Flight Standards office approved flight training program for after May 30, 2008 and at least once the aircraft being simulated as evi- within each subsequent 12-month pe- denced in a request for evaluation sub- riod thereafter.

mitted to the responsible Flight Stand- (c) If the use requirements of para- ards office.

graphs (b)(2) and either (b)(5) or (b)(6) (b) A person is a sponsor if the fol- of this section are not met, the person lowing conditions are met: will forfeit the right to sponsor that (1) The person is a certificate holder FSTD and that person will not be eligi- under part 119, 141, or 142 of this chap- ble to apply to sponsor that FSTD for ter or has an approved flight engineer course in accordance with part 63 of at least 12 calendar months following this chapter. the expiration of the qualification sta- (2) The person has— tus.

(i) Operations specifications author- (d) In addition to the FSTD described izing the use of the specific aircraft or in paragraph (b) of this section, an set of aircraft and has an FAA-ap- FSTD sponsor may sponsor any num- proved training program under which ber of other FSTDs regardless of spe- at least one FSTD, simulating the air- cific aircraft or set of aircraft provided craft or set of aircraft and for which either— the person is the sponsor, is used by (1) During the preceding 12-month pe- the sponsor as described in paragraphs riod, all of the other FSTDs are used (b)(5) or (b)(6) of this section; or within the sponsor’s or another certifi- (ii) Training specifications or an cate holder’s FAA-approved flight FAA-approved course of training under training program for the aircraft or set which at least one FSTD, simulating of aircraft simulated; or that aircraft or set of aircraft and for (2) The sponsor obtains a written which the person is the sponsor, is used statement at least annually from a by the sponsor as described in para- qualified pilot who has flown the air- graphs (b)(5) or (b)(6) of this section.

(3) The person has a quality manage- craft or set of aircraft (as appropriate) ment system currently approved by the during the preceding 12-month period responsible Flight Standards office in stating that the subject FSTD’s per- accordance with § 60.5.

formance and handling qualities, with- (4) The responsible Flight Standards in the normal operating envelope, rep- office has accepted the person as the resent the aircraft or set of aircraft de- sponsor of the FSTD and that accept- scribed in the FAA Type Certificate ance has not been withdrawn by the and the type data sheet, if appropriate.

FAA.

The sponsor must retain the two most (5) At least one FSTD (as referenced current written statements for review in paragraph (b)(2)(i) or (b)(2)(ii) of this by the responsible Flight Standards of- section) that is initially qualified on or fice.

after May 30, 2008, is used within the sponsor’s FAA-approved flight training [Docket FAA–2002–12461, 71 FR 63426, Oct. 30, program for the aircraft or set of air- 2006; Amdt. 60–2, 72 FR 59599, Oct. 22, 2007, as amended by Docket FAA–2022–1355, Amdt. 60– craft at least once within the 12-month 7, 87 FR 75711, Dec. 9, 2022] period following the initial/upgrade 14 CFR Ch. I (1–1–25 Edition) § 60.9 of this section to an individual at each § 60.9 Additional responsibilities of the sponsor. of the sponsor’s locations.

(a) The sponsor must allow the re- [Docket FAA–2002–12461, 71 FR 63426, Oct. 30, sponsible Flight Standards office upon 2006, as amended by Docket FAA–2022–1355, Amdt. 60–7, 87 FR 75711, Dec. 9, 2022] request to inspect the FSTD as soon as practicable. This inspection may in- § 60.11 FSTD use.

clude all records and documents relat- No person may use or allow the use ing to the FSTD, to determine its com- of or offer the use of an FSTD for flight pliance with this part.

crewmember training or evaluation or (b) The sponsor must do the following for obtaining flight experience to meet for each FSTD: any of the requirements under this (1) Establish a mechanism to receive chapter unless, in accordance with the written comments regarding the FSTD QPS for the specific device, the FSTD and its operation in accordance with meets all of the following: the QPS appendix E of this part.

(a) Has a single sponsor who is quali- (2) Post in or adjacent to the FSTD fied under § 60.7. The sponsor may ar- the Statement of Qualification issued range with another person for services by the responsible Flight Standards of- of document preparation and presen- fice. An electronic copy of the State- tation, as well as FSTD inspection, ment of Qualification that may be maintenance, repair, and servicing; accessed by an appropriate terminal or however, the sponsor remains respon- display in or adjacent to the FSTD is sible for ensuring that these functions satisfactory.

are conducted in a manner and with a (c) Each sponsor of an FSTD must result of continually meeting the re- identify to the responsible Flight quirements of this part.

Standards office by name, one indi- (b) Is qualified as described in the vidual to be the management rep- Statement of Qualification.

resentative (MR).

(c) Remains qualified, through satis- (1) One person may serve as an MR factory inspection, continuing quali- for more than one FSTD, but one fication evaluations, appropriate main- FSTD must not have more than one tenance, and use requirements in ac- person serving in this capacity.

cordance with this part and the appli- (2) Each MR must be an employee of cable QPS.

the sponsor with the responsibility and (d) Functions during day-to-day authority to— training, evaluation, or flight experi- (i) Monitor the on-going qualification ence activities with the software and of assigned FSTDs to ensure that all hardware that was evaluated as satis- matters regarding FSTD qualification factory by the responsible Flight are being carried out as provided for in Standards office and, if modified, modi- this part; fied only in accordance with the provi- (ii) Ensure that the QMS is properly sions of this part. However, this sec- established, implemented, and main- tion does not apply to routine software tained by overseeing the structure (and or hardware changes that do not fall modifying where necessary) of the QMS under the requirements of § 60.23.

policies, practices, and procedures; and (e) Is operated in accordance with the (iii) Regularly brief sponsor’s man- provisions and limitations of § 60.25.

agement on the status of the on-going [Docket FAA–2002–12461, 71 FR 63426, Oct. 30, FSTD qualification program and the 2006, as amended by Docket FAA–2022–1355, effectiveness and efficiency of the Amdt. 60–7, 87 FR 75711, Dec. 9, 2022] QMS.

§ 60.13 FSTD objective data require- (3) The MR serves as the primary ments.

contact point for all matters between the sponsor and the responsible Flight (a) Except as provided in paragraph Standards office regarding the quali- (b) and (c) of this section, for the pur- fication of that FSTD as provided for poses of validating FSTD performance in this part.

and handling qualities during evalua- (4) The MR may delegate the duties tion for qualification, the data made described in paragraph (c)(2) and (c)(3) available to the responsible Flight Federal Aviation Administration, DOT § 60.15 Standards office (the validation data § 60.14 Special equipment and per- package) must include the aircraft sonnel requirements for qualifica- tion of the FSTD.

manufacturer’s flight test data and all relevant data developed after the type When notified by the responsible certificate was issued ( e.g. , data devel- Flight Standards office, the sponsor oped in response to an airworthiness must make available all special equip- ment and qualified personnel needed to directive) if such data results from a accomplish or assist in the accomplish- change in performance, handling quali- ment of tests during initial qualifica- ties, functions, or other characteristics tion, continuing qualification, or spe- of the aircraft that must be considered cial evaluations.

for flight crewmember training, eval- uation, or for meeting experience re- [Docket FAA–2002–12461, 71 FR 63426, Oct. 30, quirements of this chapter. 2006, as amended by Docket FAA–2022–1355, Amdt. 60–7, 87 FR 75711, Dec. 9, 2022] (b) The validation data package may contain flight test data from a source § 60.15 Initial qualification require- in addition to or independent of the ments.

aircraft manufacturer’s data in support (a) For each FSTD, the sponsor must of an FSTD qualification, but only if submit a request to the responsible this data is gathered and developed by Flight Standards office to evaluate the that source in accordance with flight FSTD for initial qualification at a spe- test methods, including a flight test cific level and simultaneously request plan, as described in the applicable the Training Program Approval Au- QPS.

thority (TPAA) forward a concurring (c) The validation data package may letter to the responsible Flight Stand- also contain predicted data, engineer- ards office. The request must be sub- ing simulation data, data from pilot mitted in the form and manner de- owner or pilot operating manuals, or scribed in the applicable QPS.

data from public domain sources, pro- (b) The management representative vided this data is acceptable to the re- described in § 60.9(c) must sign a state- sponsible Flight Standards office. If ment (electronic signature is accept- found acceptable the data may then be able for electronic transmissions) after used in particular applications for confirming the following: FSTD qualification. (1) The performance and handling qualities of the FSTD represent those (d) Data or other material or ele- of the aircraft or set of aircraft within ments must be submitted in a form and the normal operating envelope. This manner acceptable to the responsible determination must be made by a Flight Standards office.

pilot(s) meeting the requirements of (e) The responsible Flight Standards paragraph (d) of this section after hav- office may require additional objective ing flown all of the Operations Tasks data, which may include flight testing listed in the applicable QPS appendix if necessary, if the validation data relevant to the qualification level of package does not support FSTD quali- the FSTD. Exceptions, if any, must be fication requirements as described in noted. The name of the person(s) mak- this part and the applicable QPS ap- ing this determination must be avail- pendix.

able to the responsible Flight Stand- (f) When an FSTD sponsor learns, or ards office upon request.

is advised by an aircraft manufacturer (2) The FSTD systems and sub-sys- or other data provider, that an addi- tems (including the simulated aircraft tion to, an amendment to, or a revision systems) functionally represent those of data that may relate to FSTD per- in the aircraft or set of aircraft. This formance or handling characteristics is determination must be made by the available, the sponsor must notify the pilot(s) described in paragraph (b)(1) of responsible Flight Standards office as this section, or by a person(s) trained described in the applicable QPS.

on simulator systems/sub-systems and trained on the operation of the simu- [Docket FAA–2002–12461, 71 FR 63426, Oct. 30, lated aircraft systems, after having ex- 2006, as amended by Docket FAA–2022–1355, Amdt. 60–7, 87 FR 75711, Dec. 9, 2022] ercised the operation of the FSTD and 14 CFR Ch. I (1–1–25 Edition) § 60.15 the pertinent functions available time of the evaluation may be used through the Instructor Operating Sta- during the initial evaluation, at the re- tion(s). Exceptions, if any, must be quest of the sponsor, if the sponsor pro- noted. The name of the person(s) mak- vides acceptable updates to the re- ing this determination must be avail- quired qualification test guide.

able to the responsible Flight Stand- (4) The standards used for the evalua- ards office upon request. tion for initial qualification will be (3) The cockpit represents the con- used for all subsequent evaluations of figuration of the specific type; or air- the FSTD.

craft make, model, and series aircraft (5) An FSTD sponsor or FSTD manu- being simulated, as appropriate. This facturer may submit a request to the determination must be made by the Administrator for approval of a devi- pilot(s) described in paragraph (b)(1) of ation from the QPS requirements as this section, or by a person(s) trained defined in Appendix A through Appen- on the configuration and operation of dix D of this part.

the aircraft simulated. Exceptions, if (i) Requests for deviation must be any, must be noted. The name of the submitted in a form and manner ac- person(s) making this determination ceptable to the Administrator and must be available to the responsible must provide sufficient justification Flight Standards office upon request. that the deviation meets or exceeds the (c) Except for those FSTDs pre- testing requirements and tolerances as viously qualified and described in specified in the part 60 QPS or will oth- § 60.17, each FSTD evaluated for initial erwise not adversely affect the fidelity qualification must meet the standard and capability of the FSTDs evaluated that is in effect at the time of the eval- and qualified under the deviation.

uation. However— (ii) The Administrator may consider (1) If the FAA publishes a change to deviation from the minimum require- the existing standard or publishes a ments tables, the objective testing ta- new standard for the evaluation for ini- bles, the functions and subjective test- tial qualification, a sponsor may re- ing tables, and other supporting tables quest that the responsible Flight and requirements in the part 60 QPS.

Standards office apply the standard (iii) Deviations may be issued to an that was in effect when an FSTD was FSTD manufacturer for the initial ordered for delivery if the sponsor— qualification of multiple FSTDs, sub- (i) Within 30 days of the publication ject to terms and limitations as deter- of the change to the existing standard mined by Administrator. Approved de- or publication of the new standard, no- viations will become a part of the per- tifies the responsible Flight Standards manent qualification basis of the indi- office that an FSTD has been ordered; vidual FSTD and will be noted in the (ii) Within 90 days of the responsible FSTD’s Statement of Qualification.

Flight Standards office notification de- (iv) If the FAA publishes a change to scribed in paragraph (c)(1)(i) of this the existing part 60 standards as de- section, requests that the standard in scribed in paragraph (c)(1) of this sec- effect at the time the order was placed tion or issues an FSTD Directive as de- be used for the evaluation for initial scribed in § 60.23(b), which conflicts qualification; and with or supersedes an approved devi- (iii) The evaluation is conducted ation, the Administrator may termi- within 24 months following the publica- nate or revise a grant of deviation au- tion of the change to the existing thority issued under this paragraph.

standard or publication of the new (d) The pilot(s) who contributes to standard. the confirmation statement required (2) This notification must include a by paragraph (b) of this section must— description of the FSTD; the antici- (1) Be designated by the sponsor; and pated qualification level of the FSTD; (2) Be qualified in— the make, model, and series of aircraft (i) The aircraft or set of aircraft simulated; and any other pertinent in- being simulated; or formation. (ii) For aircraft not yet issued a type (3) Any tests, tolerances, or other re- certificate, or aircraft not previously quirements that are current at the operated by the sponsor or not having Federal Aviation Administration, DOT § 60.16 previous FAA-approved training pro- cluded in the permanent qualification grams conducted by the sponsor, an basis of the FSTD.

aircraft similar in size and configura- (h) After the responsible Flight tion. Standards office completes the evalua- tion for initial qualification, the spon- (e) The subjective tests that form the sor must update the Qualification Test basis for the statements described in Guide (QTG), with the results of the paragraph (b) of this section and the FAA-witnessed tests together with the objective tests referenced in paragraph results of all the objective tests de- (f) of this section must be accom- scribed in the applicable QPS.

plished at the sponsor’s training facil- (i) Upon issuance of the Statement of ity or other sponsor designated loca- Qualification the updated QTG be- tion where training will take place, ex- comes the Master Qualification Test cept as provided for in the applicable Guide (MQTG). The MQTG must be QPS.

made available to the responsible (f) The person seeking to qualify the Flight Standards office upon request.

FSTD must provide the responsible Flight Standards office access to the [Docket FAA–2002–12461, 71 FR 63426, Oct. 30, FSTD for the length of time necessary 2006, as amended by Docket FAA–2014–0391, Amdt. 60–4, 81 FR 18217, Mar. 30, 2016; Docket for the responsible Flight Standards of- FAA–2022–1355, Amdt. 60–7, 87 FR 75711, Dec.

fice to complete the required evalua- 9, 2022] tion of the FSTD for initial qualifica- tion, which includes the conduct and § 60.16 Additional qualifications for a evaluation of objective and subjective currently qualified FSTD.

tests, including general FSTD require- (a) A currently qualified FSTD is re- ments, as described in the applicable quired to undergo an additional quali- QPS, to determine that the FSTD fication process if a user intends to use meets the standards in that QPS.

the FSTD for meeting training, evalua- (g) When the FSTD passes an evalua- tion, or flight experience requirements tion for initial qualification, the re- of this chapter beyond the qualifica- sponsible Flight Standards office issues tion issued for that FSTD. This process a Statement of Qualification that in- consists of the following: cludes all of the following: (1) The sponsor: (1) Identification of the sponsor.

(i) Must submit to the responsible (2) Identification of the make, model, Flight Standards office all modifica- and series of the aircraft or set of air- tions to the MQTG that are required to craft being simulated.

support the additional qualification.

(3) Identification of the configuration (ii) Must describe to the responsible of the aircraft or set of aircraft being Flight Standards office all modifica- simulated ( e.g. , engine model or mod- tions to the FSTD that are required to els, flight instruments, or navigation support the additional qualification.

or other systems).

(iii) Must submit to the responsible (4) A statement that the FSTD is Flight Standards office a confirmation qualified as either a full flight simu- statement as described in § 60.15(c) that lator or a flight training device.

a pilot, designated by the sponsor in (5) Identification of the qualification accordance with § 60.15(d), has subjec- level of the FSTD.

tively evaluated the FSTD in those (6) A statement that (with the excep- areas not previously evaluated.

tion of the noted exclusions for which (2) The FSTD must successfully pass the FSTD has not been subjectively an evaluation— tested by the sponsor or the respon- (i) Consisting of all the elements of sible Flight Standards office and for an initial evaluation for qualification which qualification is not sought) the in those circumstances where the re- qualification of the FSTD includes the sponsible Flight Standards office has tasks set out in the applicable QPS ap- determined that all the elements of an pendix relevant to the qualification initial evaluation for qualification is level of the FSTD.

necessary; or (7) A statement referencing any devi- (ii) Consisting of those elements of ations that have been granted and in- an initial evaluation for qualification 14 CFR Ch. I (1–1–25 Edition) § 60.17 designated as necessary by the respon- fication will be those standards in ef- sible Flight Standards office. fect and current at the time of re-qual- (b) In making the determinations de- ification application.

scribed in paragraph (a)(2) of this sec- (d) Except as provided in paragraph tion, the responsible Flight Standards (e) of this section, any change in FSTD office considers factors including the qualification level initiated on or after existing qualification of the FSTD, any May 30, 2008 requires an evaluation for modifications to the FSTD hardware or initial qualification in accordance with software that are involved, and any ad- this part.

ditions or modifications to the MQTG.

(e) A sponsor may request that an (c) The FSTD is qualified for the ad- FSTD be permanently downgraded. In ditional uses when the responsible such a case, the responsible Flight Flight Standards office issues an Standards office may downgrade a amended Statement of Qualification in qualified FSTD without requiring and accordance with § 60.15(h).

without conducting an initial evalua- (d) The sponsor may not modify the tion for the new qualification level.

FSTD except as described in § 60.23.

Subsequent continuing qualification evaluations will use the existing [Docket FAA–2002–12461, 71 FR 63426, Oct. 30, 2006, as amended by Docket FAA–2022–1355, MQTG, modified as necessary to reflect Amdt. 60–7, 87 FR 75711, Dec. 9, 2022] the new qualification level.

(f) When the sponsor has appropriate § 60.17 Previously qualified FSTDs.

validation data available and receives (a) Unless otherwise specified by an approval from the responsible Flight FSTD Directive, further referenced in Standards office, the sponsor may the applicable QPS, or as specified in adopt tests and associated tolerances paragraph (e) of this section, an FSTD described in the current qualification qualified before May 31, 2016 will retain standards as the tests and tolerances its qualification basis as long as it con- applicable for the continuing qualifica- tinues to meet the standards, including tion of a previously qualified FSTD.

the objective test results recorded in The updated test(s) and tolerance(s) the MQTG and subjective tests, under must be made a permanent part of the which it was originally evaluated, re- MQTG.

gardless of sponsor. The sponsor of [Docket FAA–2002–12461, 71 FR 63426, Oct. 30, such an FSTD must comply with the 2006; Amdt. 60–2, 72 FR 59599, Oct. 22, 2007, as other applicable provisions of this part.

amended by Docket FAA–2014–0391, Amdt. 60– (b) For each FSTD qualified before 4, 81 FR 18218, Mar. 30, 2016; Docket FAA– May 30, 2008, no sponsor may use or 2022–1355, Amdt. 60–7, 87 FR 75711, Dec. 9, 2022] allow the use of or offer the use of such an FSTD after May 30, 2014 for flight § 60.19 Inspection, continuing quali- crewmember training, evaluation or fication evaluation, and mainte- flight experience to meet any of the re- nance requirements.

quirements of this chapter, unless that (a) Inspection. No sponsor may use or FSTD has been issued a Statement of allow the use of or offer the use of an Qualification, including the Configura- FSTD for flight crewmember training, tion List and the List of Qualified evaluation, or flight experience to Tasks in accordance with the proce- meet any of the requirements of this dures set out in the applicable QPS.

chapter unless the sponsor does the fol- (c) If the FSTD qualification is lost lowing: under § 60.27 and— (i) Restored under § 60.27 in less than (1) Accomplishes all appropriate ob- (2) years, then the qualification basis jective tests each year as specified in (in terms of objective tests and subjec- the applicable QPS.

tive tests) for the re-qualification will (2) Completes a functional preflight be those against which the FSTD was check within the preceding 24 hours.

originally evaluated and qualified. (b) Continuing qualification evaluation.

(ii) Not restored under § 60.27 for two (1) This evaluation consists of objec- (2) years or more, then the qualifica- tive tests, and subjective tests, includ- tion basis (in terms of objective tests ing general FSTD requirements, as de- and subjective tests) for the re-quali- scribed in the applicable QPS or as Federal Aviation Administration, DOT § 60.21 may be amended by an FSTD Direc- (2) Ensures that, when a discrepancy tive. is discovered, the following require- ments are met: (2) The sponsor must contact the re- (i) A description of each discrepancy sponsible Flight Standards office to is entered in the log and remains in the schedule the FSTD for continuing qual- log until the discrepancy is corrected ification evaluations not later than 60 as specified in § 60.25(b).

days before the evaluation is due.

(ii) A description of the corrective (3) The sponsor must provide the re- action taken for each discrepancy, the sponsible Flight Standards office re- identity of the individual taking the sponsible Flight Standards office ac- action, and the date that action is cess to the objective test results in the taken is entered in the log.

MQTG and access to the FSTD for the (iii) The discrepancy log is kept in a length of time necessary for the re- form and manner acceptable to the Ad- sponsible Flight Standards office to ministrator and is kept in or adjacent complete the required continuing qual- to the FSTD. An electronic log that ification evaluations.

may be accessed by an appropriate ter- (4) The frequency of the responsible minal or display in or adjacent to the Flight Standards office-conducted con- FSTD is satisfactory.

tinuing qualification evaluations for [Docket FAA–2002–12461, 71 FR 63426, Oct. 30, each FSTD will be established by the 2006, as amended by Docket FAA–2014–0391, responsible Flight Standards office and Amdt. 60–4, 81 FR 18218, Mar. 30, 2016; Docket specified in the Statement of Qualifica- FAA–2022–1355, Amdt. 60–7, 87 FR 75711, Dec.

tion.

9, 2022] (5) Continuing qualification evalua- § 60.20 Logging FSTD discrepancies.

tions conducted in the 3 calendar months before or after the calendar Each instructor, check airman, or representative of the Administrator month in which these continuing quali- conducting training, evaluation, or fication evaluations are required will flight experience, and each person con- be considered to have been conducted ducting the preflight inspection who in the calendar month in which they discovers a discrepancy, including any were required.

missing, malfunctioning, or inoper- (6) No sponsor may use or allow the ative components in the FSTD, must use of or offer the use of an FSTD for write or cause to be written a descrip- flight crewmember training or evalua- tion of that discrepancy into the dis- tion or for obtaining flight experience crepancy log at the end of the FSTD for the flight crewmember to meet any preflight or FSTD use session.

requirement of this chapter unless the FSTD has passed a responsible Flight § 60.21 Interim qualification of FSTDs Standards office-conducted continuing for new aircraft types or models.

qualification evaluation within the (a) A sponsor may apply for and the time frame specified in the Statement responsible Flight Standards office of Qualification or within the grace pe- may issue an interim qualification riod as described in paragraph (b)(5) of level for an FSTD for a new type or this section.

model of aircraft, even though the air- (c) Maintenance. The sponsor is re- craft manufacturer’s aircraft data sponsible for continuing corrective and package is preliminary, if the sponsor preventive maintenance on the FSTD provides the following to the satisfac- to ensure that it continues to meet the tion of the responsible Flight Stand- requirements of this part and the appli- ards office— cable QPS appendix. No sponsor may (1) The aircraft manufacturer’s data, use or allow the use of or offer the use which consists of at least predicted of an FSTD for flight crewmember data, validated by a limited set of training, evaluation, or flight experi- flight test data; ence to meet any of the requirements (2) The aircraft manufacturer’s de- of this chapter unless the sponsor does scription of the prediction method- the following: ology used to develop the predicted (1) Maintains a discrepancy log. data; and 14 CFR Ch. I (1–1–25 Edition) § 60.23 (3) The QTG test results. according to the FSTD Directive re- (b) An FSTD that has been issued in- gardless of the original qualification terim qualification is deemed to have standards applicable to any specific been issued initial qualification unless FSTD.

the responsible Flight Standards office (c) Using the modified FSTD. The spon- rescinds the qualification. Interim sor may not use, or allow the use of, or qualification terminates two years offer the use of, the FSTD with the after its issuance, unless the respon- proposed modification for flight crew- sible Flight Standards office deter- member training or evaluation or for mines that specific conditions warrant obtaining flight experience for the otherwise.

flight crewmember to meet any re- (c) Within twelve months of the re- quirement of this chapter unless: lease of the final aircraft data package (1) The sponsor has notified the re- by the aircraft manufacturer, but no sponsible Flight Standards office and later than two years after the issuance the TPAA of their intent to incor- of the interim qualification status, the porate the proposed modification, and sponsor must apply for initial quali- one of the following has occurred; fication in accordance with § 60.15 based (i) Twenty-one days have passed on the final aircraft data package ap- since the sponsor notified the respon- proved by the aircraft manufacturer, sible Flight Standards office and the unless the responsible Flight Standards TPAA of the proposed modification and office determines that specific condi- the sponsor has not received any re- tions warrant otherwise.

sponse from either the responsible (d) An FSTD with interim qualifica- Flight Standards office or the TPAA; tion may be modified only in accord- (ii) Twenty-one days have passed ance with § 60.23.

since the sponsor notified the respon- sible Flight Standards office and the [Docket FAA–2002–12461, 71 FR 63426, Oct. 30, TPAA of the proposed modification and 2006, as amended by Docket FAA–2022–1355, Amdt. 60–7, 87 FR 75711, Dec. 9, 2022] one has approved the proposed modi- fication and the other has not re- § 60.23 Modifications to FSTDs.

sponded; (iii) Fewer than twenty-one days (a) Description of a modification. For have passed since the sponsor notified the purposes of this part, an FSTD is the responsible Flight Standards office said to have been modified when: (1) Equipment or devices intended to and the TPAA of the proposed modi- simulate aircraft appliances are added fication and the responsible Flight to or removed from FSTD, which Standards office and TPAA both ap- change the Statement of Qualification prove the proposed modification; or the MQTG; or (iv) The sponsor has successfully (2) Changes are made to either soft- completed any evaluation the respon- ware or hardware that are intended to sible Flight Standards office may re- impact flight or ground dynamics; quire in accordance with the standards changes are made that impact perform- for an evaluation for initial qualifica- ance or handling characteristics of the tion or any part thereof before the FSTD (including motion, visual, con- modified FSTD is placed in service.

trol loading, or sound systems for (2) The notification is submitted with those FSTD levels requiring sound the content as, and in a form and man- tests and measurements); or changes ner as, specified in the applicable QPS.

are made to the MQTG. Changes to the (d) User notification. When a modifica- MQTG which do not affect required ob- tion is made to an FSTD that affects jective testing results or validation the Statement of Qualification, the data approved during the initial eval- sponsor must post an addendum to the uation of the FSTD are not considered Statement of Qualification until such modifications under this section. time as a permanent, updated state- (b) FSTD Directive. When the FAA de- ment is posted.

termines that FSTD modification is (e) MQTG update. The MQTG must be necessary for safety of flight reasons, updated with current objective test re- the sponsor of each affected FSTD sults in accordance with § 60.15(h) and must ensure that the FSTD is modified (i) and appropriate objective data in Federal Aviation Administration, DOT § 60.29 accordance with § 60.13, each time an § 60.27 Automatic loss of qualification FSTD is modified and an objective test and procedures for restoration of qualification.

or other MQTG section is affected by the modification. If an FSTD Directive (a) An FSTD qualification is auto- is the cause of this update, the direc- matically lost when any of the fol- tion to make the modification and the lowing occurs: (1) The FSTD is not used in the spon- record of the modification completion sor’s FAA-approved flight training pro- must be filed in the MQTG.

gram in accordance with § 60.7(b)(5) or [Docket FAA–2002–12461, 71 FR 63426, Oct. 30, (b)(6) and the sponsor does not obtain 2006, as amended by Docket FAA–2014–0391, and maintain the written statement as Amdt. 60–4, 81 FR 18218, Mar. 30, 2016; Docket described in § 60.7(d)(2).

FAA–2022–1355, Amdt. 60–7, 87 FR 75711, Dec.

(2) The FSTD is not inspected in ac- 9, 2022] cordance with § 60.19.

(3) The FSTD is physically moved § 60.25 Operation with missing, mal- from one location and installed in a functioning, or inoperative compo- different location, regardless of dis- nents.

tance.

(a) No person may knowingly use or (4) The MQTG is missing or otherwise allow the use of or misrepresent the ca- not available and a replacement is not pability of an FSTD for any maneuver, made within 30 days.

procedure, or task that is to be accom- (b) If FSTD qualification is lost plished to meet training, evaluation, or under paragraph (a) of this section, flight experience requirements of this qualification is restored when either of chapter for flight crewmember certifi- the following provisions is met: cation or qualification when there is a (1) The FSTD successfully passes an evaluation: missing, malfunctioning, or inoper- (i) For initial qualification, in ac- ative (MMI) component that is re- cordance with §§ 60.15 and 60.17(c) in quired to be present and correctly oper- those circumstances where the respon- ate for the satisfactory completion of sible Flight Standards office has deter- that maneuver, procedure, or task.

mined that a full evaluation for initial (b) Each MMI component as de- qualification is necessary; or scribed in paragraph (a) of this section, (ii) For those elements of an evalua- or any MMI component installed and tion for initial qualification, in accord- required to operate correctly to meet ance with §§ 60.15 and 60.17(c), as deter- the current Statement of Qualification, mined to be necessary by the respon- must be repaired or replaced within 30 sible Flight Standards office.

calendar days, unless otherwise re- (2) The responsible Flight Standards quired or authorized by the responsible office advises the sponsor that an eval- Flight Standards office.

uation is not necessary.

(c) A list of the current MMI compo- (c) In making the determinations de- nents must be readily available in or scribed in paragraph (b) of this section, adjacent to the FSTD for review by the responsible Flight Standards office users of the device. Electronic access considers factors including the number to this list via an appropriate terminal of continuing qualification evaluations or display in or adjacent to the FSTD missed, the number of sponsor-con- ducted quarterly inspections missed, is satisfactory. The discrepancy log and the care that had been taken of the may be used to satisfy this require- device since the last evaluation.

ment provided each currently MMI component is listed in the discrepancy [Docket FAA–2002–12461, 71 FR 63426, Oct. 30, log. 2006, as amended by Docket FAA–2022–1355, Amdt. 60–7, 87 FR 75711, Dec. 9, 2022] [Docket FAA–2002–12461, 71 FR 63426, Oct. 30, 2006, as amended by Docket FAA–2022–1355, § 60.29 Other losses of qualification Amdt. 60–7, 87 FR 75711, Dec. 9, 2022] and procedures for restoration of qualification.

(a) Except as provided in paragraph (c) of this section, when the responsible 14 CFR Ch. I (1–1–25 Edition) § 60.29 Flight Standards office determines gency exists requiring immediate ac- that the FSTD no longer meets quali- tion with respect to safety in air com- fication standards, the following proce- merce.

dure applies: (c) If the responsible Flight Stand- (1) The responsible Flight Standards ards office find that an emergency ex- office notifies the sponsor in writing ists requiring immediate action with that the FSTD no longer meets some respect to safety in air commerce that or all of its qualification standards.

makes the procedures set out in this (2) The responsible Flight Standards section impracticable or contrary to office sets a reasonable period (but not the public interest: less than 7 days) within which the (1) The responsible Flight Standards sponsor may submit written informa- office withdraws qualification of some tion, views, and arguments on the or all of the FSTD and makes the with- FSTD qualification.

drawal of qualification effective on the (3) After considering all material pre- day the sponsor receives notice of it.

sented, the responsible Flight Stand- (2) In the notice to the sponsor, the ards office notifies the sponsor about responsible Flight Standards office ar- the determination with regard to the ticulates the reasons for its finding qualification of the FSTD.

that an emergency exists requiring im- (4) When the responsible Flight mediate action with respect to safety Standards office notifies the sponsor in air transportation or air commerce that some or all of the FSTD is no or that makes it impracticable or con- longer qualified, the action described trary to the public interest to stay the in the notification becomes effective effectiveness of the finding.

not less than 30 days after the sponsor (d) FSTD qualification lost under receives that notice unless— paragraph (a) or (c) of this section may (i) The responsible Flight Standards be restored when either of the fol- office finds under paragraph (c) of this lowing provisions are met: section that there is an emergency re- (1) The FSTD successfully passes an quiring immediate action with respect evaluation for initial qualification, in to safety in air commerce; or accordance with §§ 60.15 and 60.17(c) in (ii) The sponsor petitions the Execu- those circumstances where the respon- tive Director of Flight Standards Serv- sible Flight Standards office has deter- ice for reconsideration of the respon- mined that a full evaluation for initial sible Flight Standards office finding qualification is necessary; or under paragraph (b) of this section.

(2) The FSTD successfully passes an (b) When a sponsor seeks reconsider- evaluation for those elements of an ini- ation of a decision from the responsible tial qualification evaluation, in accord- Flight Standards office concerning the ance with §§ 60.15 and 60.17(c), as deter- FSTD qualification, the following pro- mined to be necessary by the respon- cedure applies: sible Flight Standards office.

(1) The sponsor must petition for re- (e) In making the determinations de- consideration of that decision within 30 scribed in paragraph (d) of this section, days of the date that the sponsor re- the responsible Flight Standards office ceives a notice that some or all of the considers factors including the reason FSTD is no longer qualified.

for the loss of qualification, any re- (2) The sponsor must address its peti- pairs or replacements that may have to tion to the Executive Director, Flight have been completed, the number of Standards Service, Federal Aviation continuing qualification evaluations Administration, 800 Independence Ave., missed, the number of sponsor-con- SW., Washington, DC 20591.

ducted quarterly inspections missed, (3) A petition for reconsideration, if and the care that had been taken of the filed within the 30-day period, suspends device since the loss of qualification.

the effectiveness of the determination by the responsible Flight Standards of- [Docket FAA–2002–12461, 71 FR 63426, Oct. 30, fice that the FSTD is no longer quali- 2006, as amended by Docket FAA–2018–0119, fied unless the responsible Flight Amdt. 60–5, 83 FR 9170, Mar. 5, 2018; Docket Standards office has found, under para- FAA–2022–1355, Amdt. 60–7, 87 FR 75711, Dec.

graph (c) of this section, that an emer- 9, 2022]

Federal Aviation Administration, DOT § 60.35

port or test result required by this § 60.31 Recordkeeping and reporting.

part.

(a) The FSTD sponsor must maintain (2) A fraudulent or intentionally false the following records for each FSTD it statement in or a known omission from sponsors: any record or report that is kept, (1) The MQTG and each amendment made, or used to show compliance with thereto.

this part, or to exercise any privileges (2) A record of all FSTD modifica- under this chapter.

tions affected under § 60.23 since the issuance of the original Statement of (3) Any reproduction or alteration, Qualification. for fraudulent purpose, of any report, (3) A copy of all of the following: record, or test result required under (i) Results of the qualification eval- this part.

uations (initial and each upgrade) since (b) The commission by any person of the issuance of the original Statement any act prohibited under paragraph (a) of Qualification.

of this section is a basis for any one or (ii) Results of the objective tests con- any combination of the following: ducted in accordance with § 60.19(a) for (1) A civil penalty.

a period of 2 years.

(2) Suspension or revocation of any (iii) Results of the previous three certificate held by that person that continuing qualification evaluations, was issued under this chapter.

or the continuing qualification evalua- (3) The removal of FSTD qualifica- tions from the previous 2 years, which- tion and approval for use in a training ever covers a longer period.

program.

(iv) Comments obtained in accord- (c) The following may serve as a basis ance with § 60.9(b) for a period of at for removal of qualification of an least 90 days.

FSTD including the withdrawal of ap- (4) A record of all discrepancies en- proval for use of an FSTD; or denying tered in the discrepancy log over the previous 2 years, including the fol- an application for a qualification: lowing: (1) An incorrect statement, upon (i) A list of the components or equip- which the FAA relied or could have re- ment that were or are missing, mal- lied, made in support of an application functioning, or inoperative.

for a qualification or a request for ap- (ii) The action taken to correct the proval for use.

discrepancy.

(2) An incorrect entry, upon which (iii) The date the corrective action the FAA relied or could have relied, was taken.

made in any logbook, record, or report (iv) The identity of the person deter- that is kept, made, or used to show mining that the discrepancy has been compliance with any requirement for corrected.

an FSTD qualification or an approval (b) The records specified in this sec- for use.

tion must be maintained in plain lan- guage form or in coded form if the § 60.35 Specific full flight simulator coded form provides for the preserva- compliance requirements.

tion and retrieval of information in a (a) No device will be eligible for ini- manner acceptable to the responsible tial or upgrade qualification to a FFS Flight Standards office.

at Level C or Level D under this part [Docket FAA–2002–12461, 71 FR 63426, Oct. 30, unless it includes the equipment and 2006, as amended by Docket FAA–2022–1355, appliances installed and operating to Amdt. 60–7, 87 FR 75711, Dec. 9, 2022] the extent necessary for the issuance of an airman certificate or rating.

§ 60.33 Applications, logbooks, reports, and records: Fraud, falsification, or (b) No device will be eligible for ini- incorrect statements.

tial or upgrade qualification to a FFS at Level A or Level B under this part (a) No person may make, or cause to be made, any of the following: unless it includes the equipment and (1) A fraudulent or intentionally false appliances installed and operating to statement in any application or any the extent necessary for the training, amendment thereto, or any other re- testing, and/or checking that comprise

14 CFR Ch. I (1–1–25 Edition) § 60.37

9. FFS Objective Data Requirements (§ 60.13).

the simulation portion of the require- 10. Special Equipment and Personnel Re- ments for issuance of an airman cer- quirements for Qualification of the FFS tificate or rating.

(§ 60.14).

11. Initial (and Upgrade) Qualification Re- § 60.37 FSTD qualification on the basis of a Bilateral Aviation Safety Agree- quirements (§ 60.15).

ment (BASA).

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

(a) The evaluation and qualification 13. Previously Qualified FFSs (§ 60.17).

of an FSTD by a contracting State to 14. Inspection, Continuing Qualification the Convention on International Civil Evaluation, and Maintenance Require- Aviation for the sponsor of an FSTD ments (§ 60.19).

located in that contracting State may 15. Logging FFS Discrepancies (§ 60.20).

be used as the basis for issuing a U.S.

16. Interim Qualification of FFSs for New statement of qualification (see applica- Airplane Types or Models (§ 60.21).

ble QPS, attachment 4, figure 4) by the 17. Modifications to FFSs (§ 60.23).

responsible Flight Standards office to 18. Operations With Missing, Malfunctioning, the sponsor of that FSTD in accord- or Inoperative Components (§ 60.25).

ance with— 19. Automatic Loss of Qualification and Pro- (1) A BASA between the United cedures for Restoration of Qualification States and the Contracting State that (§ 60.27).

issued the original qualification; and 20. Other Losses of Qualification and Proce- (2) A Simulator Implementation Pro- dures for Restoration of Qualification cedure (SIP) established under the (§ 60.29).

21. Record Keeping and Reporting (§ 60.31).

BASA.

(b) The SIP must contain any condi- 22. Applications, Logbooks, Reports, and tions and limitations on validation and Records: Fraud, Falsification, or Incor- rect Statements (§ 60.33).

issuance of such qualification by the 23. Specific FFS Compliance Requirements U.S.

(§ 60.35).

[Docket FAA–2002–12461, 71 FR 63426, Oct. 30, 24. [Reserved] 2006, as amended by Docket FAA–2022–1355, 25. FFS Qualification on the Basis of a Bilat- Amdt. 60–7, 87 FR 75711, Dec. 9, 2022] eral Aviation Safety Agreement (BASA) (§ 60.37).

Attachment 1 to Appendix A to Part 60— A PPENDIX A TO P ART 60—Q UALIFICATION General Simulator Requirements.

P ERFORMANCE S TANDARDS FOR A IR- Attachment 2 to Appendix A to Part 60—FFS PLANE FULL F LIGHT S IMULATORS Objective Tests.

Attachment 3 to Appendix A to Part 60— llllllllllllllllllllllll Simulator Subjective Evaluation.

B EGIN INFORMATION Attachment 4 to Appendix A to Part 60— Sample Documents.

This appendix establishes the standards for Attachment 5 to Appendix A to Part 60— Airplane FFS evaluation and qualification.

The Flight Standards Service is responsible Simulator Qualification Requirements for the development, application, and imple- for Windshear Training Program Use.

mentation of the standards contained within Attachment 6 to Appendix A to Part 60— this appendix. The procedures and criteria FSTD Directives Applicable to Airplane specified in this appendix will be used by the Flight Simulators.

responsible Flight Standards office, when conducting airplane FFS evaluations. E ND I NFORMATION llllllllllllllllllllllll T ABLE OF C ONTENTS 1. Introduction.

1. I NTRODUCTION 2. Applicability (§§ 60.1 and 60.2).

llllllllllllllllllllllll 3. Definitions (§ 60.3).

4. Qualification Performance Standards B EGIN INFORMATION (§ 60.4).

5. Quality Management System (§ 60.5).

a. This appendix contains background in- 6. Sponsor Qualification Requirements formation as well as regulatory and inform- (§ 60.7).

ative material as described later in this sec- 7. Additional Responsibilities of the Sponsor tion. To assist the reader in determining (§ 60.9).

what areas are required and what areas are 8. FFS Use (§ 60.11).

Federal Aviation Administration, DOT Pt. 60, App. A

permissive, the text in this appendix is di- (23) AC 25–7, as amended, Flight Test Guide vided into two sections: ‘‘QPS Require- for Certification of Transport Category Air- ments’’ and ‘‘Information.’’ The QPS Re- planes.

quirements sections contain details regard- (24) AC 23–8, as amended, Flight Test Guide ing compliance with the part 60 rule lan- for Certification of Part 23 Airplanes.

(25) International Civil Aviation Organiza- guage. These details are regulatory, but are tion (ICAO) Manual of Criteria for the Quali- found only in this appendix. The Information fication of Flight Simulation Training De- sections contain material that is advisory in vices, as amended.

nature, and designed to give the user general (26) Aeroplane Flight Simulation Training information about the regulation.

Device Evaluation Handbook, Volume I, as b. [Reserved] amended and Volume II, as amended, The c. The responsible Flight Standards office Royal Aeronautical Society, London, UK.

encourages the use of electronic media for (27) FAA Airman Certification Standards all communication, including any record, re- and Practical Test Standards for Airline port, request, test, or statement required by Transport Pilot, Type Ratings, Commercial this appendix. The electronic media used Pilot, and Instrument Ratings must have adequate security provisions and (28) The FAA Aeronautical Information be acceptable to the responsible Flight Manual (AIM). An electronic version of the Standards office.

AIM is on the Internet at http://www.faa.gov/ d. Related Reading References.

atpubs.

(1) 14 CFR part 60.

(29) Aeronautical Radio, Inc. (ARINC) doc- (2) 14 CFR part 61.

ument number 436, titled Guidelines For Elec- (3) 14 CFR part 63.

tronic Qualification Test Guide (as amended).

(4) 14 CFR part 119.

(30) Aeronautical Radio, Inc. (ARINC) doc- (5) 14 CFR part 121.

ument 610, Guidance for Design and Integra- (6) 14 CFR part 125.

tion of Aircraft Avionics Equipment in Simula- (7) 14 CFR part 135.

tors (as amended).

(8) 14 CFR part 141.

(9) 14 CFR part 142. E ND I NFORMATION (10) AC 120–28, as amended, Criteria for Ap- llllllllllllllllllllllll proval of Category III Landing Weather Minima.

2. A PPLICABILITY (§§ 60.1 AND 60.2) (11) AC 120–29, as amended, Criteria for Ap- llllllllllllllllllllllll proving Category I and Category II Landing Minima for part 121 operators.

B EGIN INFORMATION (12) AC 120–35, as amended, Flightcrew No additional regulatory or informational Member, Line Operational Simulations: material applies to § 60.1, Applicability, or to Line-Oriented Flight Training, Special Pur- § 60.2, Applicability of sponsor rules to per- pose Operational Training, Line Operational sons who are not sponsors and who are en- Evaluation.

gaged in certain unauthorized activities.

(13) AC 120–40, as amended, Airplane Simu- lator Qualification.

E ND I NFORMATION (14) AC 120–41, as amended, Criteria for Operational Approval of Airborne Wind llllllllllllllllllllllll Shear Alerting and Flight Guidance Sys- 3. D EFINITIONS (§ 60.3) tems.

(15) AC 120–57, as amended, Surface Move- llllllllllllllllllllllll ment Guidance and Control System (SMGCS). B EGIN INFORMATION (16) AC 150/5300–13, as amended, Airport De- See Appendix F of this part for a list of sign.

definitions and abbreviations from part 1 and (17) AC 150/5340–1, as amended, Standards part 60, including the appropriate appendices for Airport Markings.

of part 60.

(18) AC 150/5340–4, as amended, Installation Details for Runway Centerline Touchdown E ND I NFORMATION Zone Lighting Systems.

llllllllllllllllllllllll (19) AC 150/5340–19, as amended, Taxiway Centerline Lighting System.

4. Q UALIFICATION P ERFORMANCE S TANDARDS (20) AC 150/5340–24, as amended, Runway (§ 60.4) and Taxiway Edge Lighting System.

llllllllllllllllllllllll (21) AC 150/5345–28, as amended, Precision Approach Path Indicator (PAPI) Systems.

B EGIN INFORMATION (22) International Air Transport Associa- tion document, ‘‘Flight Simulation Training No additional regulatory or informational Device Design and Performance Data Re- material applies to § 60.4, Qualification Per- quirements,’’ as amended. formance Standards.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

E ND INFORMATION sponsors and uses at least one FFS at least once during the prescribed period.

llllllllllllllllllllllll (2) Example Two.

(a) A sponsor sponsors an additional num- 5. Q UALITY M ANAGEMENT S YSTEM (§ 60.5) ber of FFSs, in its facility or elsewhere.

llllllllllllllllllllllll Each additionally sponsored FFS must be— (i) Used by the sponsor in the sponsor’s B EGIN INFORMATION FAA-approved flight training program for See Appendix E of this part for additional the airplane simulated (as described in regulatory and informational material re- § 60.7(d)(1)); garding Quality Management Systems.

OR (ii) Used by another FAA certificate holder E ND INFORMATION in that other certificate holder’s FAA-ap- llllllllllllllllllllllll proved flight training program for the air- plane simulated (as described in § 60.7(d)(1)).

6. S PONSOR Q UALIFICATION R EQUIREMENTS This 12-month period is established in the (§ 60.7) same manner as in example one; OR llllllllllllllllllllllll (iii) Provided a statement each year from a B EGIN INFORMATION qualified pilot (after having flown the air- plane, not the subject FFS or another FFS, a. The intent of the language in § 60.7(b) is during the preceding 12-month period), stat- to have a specific FFS, identified by the ing that the subject FFS’s performance and sponsor, used at least once in an FAA-ap- handling qualities represent the airplane (as proved flight training program for the air- described in § 60.7(d)(2)). This statement is plane simulated during the 12-month period provided at least once in each 12-month pe- described. The identification of the specific riod established in the same manner as in ex- FFS may change from one 12-month period ample one.

to the next 12-month period as long as the (b) No minimum number of hours of FFS sponsor sponsors and uses at least one FFS use is required.

at least once during the prescribed period.

(3) Example Three.

No minimum number of hours or minimum (a) A sponsor in New York (in this exam- FFS periods are required.

ple, a Part 142 certificate holder) establishes b. The following examples describe accept- ‘‘satellite’’ training centers in Chicago and able operational practices: Moscow.

(1) Example One.

(b) The satellite function means that the (a) A sponsor is sponsoring a single, spe- Chicago and Moscow centers must operate cific FFS for its own use, in its own facility under the New York center’s certificate (in or elsewhere—this single FFS forms the accordance with all of the New York center’s basis for the sponsorship. The sponsor uses practices, procedures, and policies; e.g., in- that FFS at least once in each 12-month pe- structor and/or technician training/checking riod in the sponsor’s FAA-approved flight requirements, record keeping, QMS pro- training program for the airplane simulated.

gram).

This 12-month period is established accord- (c) All of the FFSs in the Chicago and Mos- ing to the following schedule: cow centers could be dry-leased (i.e., the cer- (i) If the FFS was qualified prior to May 30, tificate holder does not have and use FAA- 2008, the 12-month period begins on the date approved flight training programs for the of the first continuing qualification evalua- FFSs in the Chicago and Moscow centers) be- tion conducted in accordance with § 60.19 cause— after May 30, 2008, and continues for each subsequent 12-month period; (i) Each FFS in the Chicago center and each FFS in the Moscow center is used at (ii) A device qualified on or after May 30, least once each 12-month period by another 2008, will be required to undergo an initial or FAA certificate holder in that other certifi- upgrade evaluation in accordance with cate holder’s FAA-approved flight training § 60.15. Once the initial or upgrade evaluation program for the airplane (as described in is complete, the first continuing qualifica- § 60.7(d)(1)); tion evaluation will be conducted within 6 OR months. The 12-month continuing qualifica- tion evaluation cycle begins on that date and (ii) A statement is obtained from a quali- continues for each subsequent 12-month pe- fied pilot (having flown the airplane, not the riod. subject FFS or another FFS, during the pre- (b) There is no minimum number of hours ceding 12-month period) stating that the per- of FFS use required. formance and handling qualities of each FFS (c) The identification of the specific FFS in the Chicago and Moscow centers rep- may change from one 12-month period to the resents the airplane (as described in next 12-month period as long as the sponsor § 60.7(d)(2)).

Federal Aviation Administration, DOT Pt. 60, App. A

E ND INFORMATION ods and techniques, as would be acceptable to the FAA’s Aircraft Certification Service.

llllllllllllllllllllllll b. The data, regardless of source, must be presented as follows: 7. A DDITIONAL R ESPONSIBILITIES OF THE (1) In a format that supports the FFS vali- S PONSOR (§ 60.9) dation process.

llllllllllllllllllllllll (2) In a manner that is clearly readable and annotated correctly and completely.

B EGIN INFORMATION (3) With resolution sufficient to determine compliance with the tolerances set forth in The phrase ‘‘as soon as practicable’’ in Attachment 2, Table A2A of this appendix.

§ 60.9(a) means without unnecessarily dis- (4) With any necessary instructions or rupting or delaying beyond a reasonable other details provided, such as yaw damper time the training, evaluation, or experience or throttle position.

being conducted in the FFS.

(5) Without alteration, adjustments, or bias. Data may be corrected to address E ND INFORMATION known data calibration errors provided that llllllllllllllllllllllll an explanation of the methods used to cor- rect the errors appears in the QTG. The cor- 8. FFS U SE (§ 60.11) rected data may be re-scaled, digitized, or llllllllllllllllllllllll otherwise manipulated to fit the desired presentation.

B EGIN INFORMATION c. After completion of any additional flight test, a flight test report must be submitted No additional regulatory or informational in support of the validation data. The report material applies to § 60.11, Simulator Use.

must contain sufficient data and rationale to support qualification of the FFS at the level E ND INFORMATION requested.

llllllllllllllllllllllll d. As required by § 60.13(f), the sponsor must notify the responsible Flight Standards 9. FFS O BJECTIVE D ATA R EQUIREMENTS office when it becomes aware that an addi- (§ 60.13) tion to, an amendment to, or a revision of llllllllllllllllllllllll data that may relate to FFS performance or handling characteristics is available. The B EGIN QPS R EQUIREMENTS data referred to in this paragraph is data used to validate the performance, handling a. Flight test data used to validate FFS qualities, or other characteristics of the air- performance and handling qualities must craft, including data related to any relevant have been gathered in accordance with a changes occurring after the type certificate flight test program containing the following: was issued. The sponsor must— (1) A flight test plan consisting of: (1) Within 10 calendar days, notify the re- (a) The maneuvers and procedures required sponsible Flight Standards office of the ex- for aircraft certification and simulation pro- istence of this data; and gramming and validation.

(2) Within 45 calendar days, notify the re- (b) For each maneuver or procedure— sponsible Flight Standards office of— (i) The procedures and control input the (a) The schedule to incorporate this data flight test pilot and/or engineer used.

into the FFS; or (ii) The atmospheric and environmental (b) The reason for not incorporating this conditions.

data into the FFS.

(iii) The initial flight conditions.

e. In those cases where the objective test (iv) The airplane configuration, including results authorize a ‘‘snapshot test’’ or a ‘‘se- weight and center of gravity.

ries of snapshot tests’’ results in lieu of a (v) The data to be gathered.

time-history result, the sponsor or other (vi) All other information necessary to data provider must ensure that a steady recreate the flight test conditions in the state condition exists at the instant of time FFS.

captured by the ‘‘snapshot.’’ The steady (2) Appropriately qualified flight test per- state condition must exist from 4 seconds sonnel.

prior to, through 1 second following, the in- (3) An understanding of the accuracy of the stant of time captured by the snapshot.

data to be gathered using appropriate alter- native data sources, procedures, and instru- E ND QPS R EQUIREMENTS mentation that is traceable to a recognized llllllllllllllllllllllll standard as described in Attachment 2, Table A2E of this appendix.

B EGIN INFORMATION (4) Appropriate and sufficient data acquisi- tion equipment or system(s), including ap- f. The FFS sponsor is encouraged to main- propriate data reduction and analysis meth- tain a liaison with the manufacturer of the

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

aircraft being simulated (or with the holder 10. S PECIAL E QUIPMENT AND P ERSONNEL R E - of the aircraft type certificate for the air- QUIREMENTS FOR Q UALIFICATION OF THE craft being simulated if the manufacturer is FFS S (§ 60.14) no longer in business), and, if appropriate, llllllllllllllllllllllll with the person having supplied the aircraft data package for the FFS in order to facili- B EGIN INFORMATION tate the notification required by § 60.13(f).

a. In the event that the responsible Flight g. It is the intent of the responsible Flight Standards office determines that special Standards office that for new aircraft enter- equipment or specifically qualified persons ing service, at a point well in advance of will be required to conduct an evaluation, preparation of the Qualification Test Guide the responsible Flight Standards office will (QTG), the sponsor should submit to the re- make every attempt to notify the sponsor at sponsible Flight Standards office for ap- least one (1) week, but in no case less than 72 proval, a descriptive document (see Table hours, in advance of the evaluation. Exam- A2C, Sample Validation Data Roadmap for ples of special equipment include spot Airplanes) containing the plan for acquiring photometers, flight control measurement de- the validation data, including data sources.

vices, and sound analyzers. Examples of spe- This document should clearly identify cially qualified personnel include individuals sources of data for all required tests, a de- specifically qualified to install or use any scription of the validity of these data for a special equipment when its use is required.

specific engine type and thrust rating con- b. Examples of a special evaluation include figuration, and the revision levels of all avi- an evaluation conducted after an FFS is onics affecting the performance or flying moved, at the request of the TPAA, or as a qualities of the aircraft. Additionally, this result of comments received from users of document should provide other information, the FFS that raise questions about the con- such as the rationale or explanation for tinued qualification or use of the FFS.

cases where data or data parameters are missing, instances where engineering sim- ND I NFORMATION E ulation data are used or where flight test llllllllllllllllllllllll methods require further explanations. It should also provide a brief narrative describ- 11. I NITIAL (AND U PGRADE ) Q UALIFICATION ing the cause and effect of any deviation R EQUIREMENTS (§ 60.15) from data requirements. The aircraft manu- llllllllllllllllllllllll facturer may provide this document.

h. There is no requirement for any flight B EGIN QPS R EQUIREMENTS test data supplier to submit a flight test a. In order to be qualified at a particular plan or program prior to gathering flight qualification level, the FFS must: test data. However, the responsible Flight (1) Meet the general requirements listed in Standards office notes that inexperienced Attachment 1 of this appendix; data gatherers often provide data that is ir- (2) Meet the objective testing requirements relevant, improperly marked, or lacking ade- listed in Attachment 2 of this appendix; and quate justification for selection. Other prob- (3) Satisfactorily accomplish the subjec- lems include inadequate information regard- tive tests listed in Attachment 3 of this ap- ing initial conditions or test maneuvers. The pendix.

responsible Flight Standards office has been b. The request described in § 60.15(a) must forced to refuse these data submissions as include all of the following: validation data for an FFS evaluation. It is (1) A statement that the FFS meets all of for this reason that the responsible Flight the applicable provisions of this part and all Standards office recommends that any data applicable provisions of the QPS.

supplier not previously experienced in this (2) Unless otherwise authorized through area review the data necessary for program- prior coordination with the responsible ming and for validating the performance of Flight Standards office, a confirmation that the FFS, and discuss the flight test plan an- the sponsor will forward to the responsible ticipated for acquiring such data with the re- Flight Standards office the statement de- sponsible Flight Standards office well in ad- scribed in § 60.15(b) in such time as to be re- vance of commencing the flight tests.

ceived no later than 5 business days prior to i. The responsible Flight Standards office the scheduled evaluation and may be for- will consider, on a case-by-case basis, wheth- warded to the responsible Flight Standards er to approve supplemental validation data office via traditional or electronic means.

derived from flight data recording systems, (3) A QTG, acceptable to the responsible such as a Quick Access Recorder or Flight Flight Standards office, that includes all of Data Recorder.

the following: (a) Objective data obtained from tradi- E ND INFORMATION tional aircraft testing or another approved llllllllllllllllllllllll source.

Federal Aviation Administration, DOT Pt. 60, App. A

(b) Correlating objective test results ob- (5) A log of revisions and a list of effective tained from the performance of the FFS as pages.

prescribed in the appropriate QPS. (6) A list of all relevant data references.

(c) The result of FFS subjective tests pre- (7) A glossary of terms and symbols used (including sign conventions and units).

scribed in the appropriate QPS.

(8) Statements of Compliance and Capa- (d) A description of the equipment nec- bility (SOCs) with certain requirements.

essary to perform the evaluation for initial (9) Recording procedures or equipment re- qualification and the continuing qualifica- quired to accomplish the objective tests.

tion evaluations.

c. The QTG described in paragraph (a)(3) of (10) The following information for each ob- this section, must provide the documented jective test designated in Attachment 2, Table A2A, of this appendix as applicable to proof of compliance with the simulator ob- the qualification level sought: jective tests in Attachment 2, Table A2A of (a) Name of the test.

this appendix.

(b) Objective of the test.

d. The QTG is prepared and submitted by (c) Initial conditions.

the sponsor, or the sponsor’s agent on behalf (d) Manual test procedures.

of the sponsor, to the responsible Flight (e) Automatic test procedures (if applica- Standards office for review and approval, and ble).

must include, for each objective test: (f) Method for evaluating FFS objective (1) Parameters, tolerances, and flight con- test results.

ditions; (g) List of all relevant parameters driven (2) Pertinent and complete instructions for or constrained during the automatically con- the conduct of automatic and manual tests; ducted test(s).

(3) A means of comparing the FFS test re- (h) List of all relevant parameters driven sults to the objective data; or constrained during the manually con- (4) Any other information as necessary, to ducted test(s).

assist in the evaluation of the test results; (i) Tolerances for relevant parameters.

(5) Other information appropriate to the (j) Source of Validation Data (document qualification level of the FFS.

and page number).

e. The QTG described in paragraphs (a)(3) (k) Copy of the Validation Data (if located and (b) of this section, must include the fol- in a separate binder, a cross reference for the lowing: identification and page number for pertinent (1) A QTG cover page with sponsor and data location must be provided).

FAA approval signature blocks (see Attach- (l) Simulator Objective Test Results as ob- ment 4, Figure A4C, of this appendix for a tained by the sponsor. Each test result must sample QTG cover page).

reflect the date completed and must be (2) [Reserved] clearly labeled as a product of the device (3) An FFS information page that provides being tested.

the information listed in this paragraph (see f. A convertible FFS is addressed as a sepa- Attachment 4, Figure A4B, of this appendix rate FFS for each model and series airplane for a sample FFS information page). For to which it will be converted and for the convertible FFSs, the sponsor must submit a FAA qualification level sought. If a sponsor separate page for each configuration of the seeks qualification for two or more models of FFS.

an airplane type using a convertible FFS, (a) The sponsor’s FFS identification num- the sponsor must submit a QTG for each air- ber or code.

plane model, or a QTG for the first airplane (b) The airplane model and series being model and a supplement to that QTG for simulated.

each additional airplane model. The respon- (c) The aerodynamic data revision number sible Flight Standards office will conduct or reference.

evaluations for each airplane model.

(d) The source of the basic aerodynamic g. Form and manner of presentation of ob- model and the aerodynamic coefficient data jective test results in the QTG: used to modify the basic model.

(1) The sponsor’s FFS test results must be (e) The engine model(s) and its data revi- recorded in a manner acceptable to the re- sion number or reference.

sponsible Flight Standards office, that al- (f) The flight control data revision number lows easy comparison of the FFS test results or reference.

to the validation data (e.g., use of a multi- (g) The flight management system identi- channel recorder, line printer, cross plotting, fication and revision level.

overlays, transparencies).

(h) The FFS model and manufacturer.

(2) FFS results must be labeled using ter- (i) The date of FFS manufacture.

(j) The FFS computer identification. minology common to airplane parameters as (k) The visual system model and manufac- opposed to computer software identifica- turer, including display type. tions.

(l) The motion system type and manufac- (3) Validation data documents included in turer, including degrees of freedom. a QTG may be photographically reduced only (4) A Table of Contents. if such reduction will not alter the graphic

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

scaling or cause difficulties in scale interpre- sented in a Portable Document File (PDF), tation or resolution. or similar format acceptable to the respon- (4) Scaling on graphical presentations sible Flight Standards office.

must provide the resolution necessary to l. During the initial (or upgrade) qualifica- evaluate the parameters shown in Attach- tion evaluation conducted by the responsible ment 2, Table A2A of this appendix.

Flight Standards office, the sponsor must (5) Tests involving time histories, data also provide a person who is a user of the de- sheets (or transparencies thereof) and FFS vice (e.g., a qualified pilot or instructor pilot test results must be clearly marked with ap- with flight time experience in that aircraft) propriate reference points to ensure an accu- and knowledgeable about the operation of rate comparison between the FFS and the the aircraft and the operation of the FFS.

airplane with respect to time. Time histories END QPS R EQUIREMENTS recorded via a line printer are to be clearly identified for cross plotting on the airplane llllllllllllllllllllllll data. Over-plots must not obscure the ref- erence data.

B EGIN INFORMATION h. The sponsor may elect to complete the m. Only those FFSs that are sponsored by QTG objective and subjective tests at the a certificate holder as defined in Appendix F manufacturer’s facility or at the sponsor’s of this part will be evaluated by the respon- training facility (or other sponsor designated sible Flight Standards office. However, other location where training will take place). If FFS evaluations may be conducted on a the tests are conducted at the manufactur- case-by-case basis as the Administrator er’s facility, the sponsor must repeat at least deems appropriate, but only in accordance one-third of the tests at the sponsor’s train- with applicable agreements.

ing facility in order to substantiate FFS per- n. The responsible Flight Standards office formance. The QTG must be clearly anno- will conduct an evaluation for each configu- tated to indicate when and where each test ration, and each FFS must be evaluated as was accomplished. Tests conducted at the completely as possible. To ensure a thorough manufacturer’s facility and at the sponsor’s and uniform evaluation, each FFS is sub- designated training facility must be con- jected to the general simulator requirements ducted after the FFS is assembled with sys- in Attachment 1 of this appendix, the objec- tems and sub-systems functional and oper- tive tests listed in Attachment 2 of this ap- ating in an interactive manner. The test re- pendix, and the subjective tests listed in At- sults must be submitted to the responsible tachment 3 of this appendix. The evaluations Flight Standards office.

described herein will include, but not nec- i. The sponsor must maintain a copy of the essarily be limited to the following: MQTG at the FFS location.

(1) Airplane responses, including longitu- j. All FFSs for which the initial qualifica- dinal and lateral-directional control re- tion is conducted after May 30, 2014, must sponses (see Attachment 2 of this appendix); have an electronic MQTG (eMQTG) including (2) Performance in authorized portions of all objective data obtained from airplane testing, or another approved source (refor- the simulated airplane’s operating envelope, matted or digitized), together with corre- to include tasks evaluated by the responsible lating objective test results obtained from Flight Standards office in the areas of sur- the performance of the FFS (reformatted or face operations, takeoff, climb, cruise, de- digitized) as prescribed in this appendix. The scent, approach, and landing as well as ab- eMQTG must also contain the general FFS normal and emergency operations (see At- performance or demonstration results (refor- tachment 2 of this appendix); matted or digitized) prescribed in this appen- (3) Control checks (see Attachment 1 and dix, and a description of the equipment nec- Attachment 2 of this appendix); essary to perform the initial qualification (4) Flight deck configuration (see Attach- evaluation and the continuing qualification ment 1 of this appendix); evaluations. The eMQTG must include the (5) Pilot, flight engineer, and instructor original validation data used to validate station functions checks (see Attachment 1 FFS performance and handling qualities in and Attachment 3 of this appendix); either the original digitized format from the (6) Airplane systems and sub-systems (as data supplier or an electronic scan of the appropriate) as compared to the airplane original time-history plots that were pro- simulated (see Attachment 1 and Attach- vided by the data supplier. A copy of the ment 3 of this appendix); eMQTG must be provided to the responsible (7) FFS systems and sub-systems, includ- Flight Standards office. ing force cueing (motion), visual, and aural k. All other FFSs not covered in subpara- (sound) systems, as appropriate (see Attach- graph ‘‘j’’ must have an electronic copy of ment 1 and Attachment 2 of this appendix); the MQTG by May 30, 2014. An electronic and copy of the MQTG must be provided to the (8) Certain additional requirements, de- responsible Flight Standards office. This pending upon the qualification level sought, may be provided by an electronic scan pre- including equipment or circumstances that

Federal Aviation Administration, DOT Pt. 60, App. A

may become hazardous to the occupants. The (1) If a problem with an objective test re- sponsor may be subject to Occupational sult is detected by the evaluation team dur- Safety and Health Administration require- ing an evaluation, the test may be repeated ments.

or the QTG may be amended.

o. The responsible Flight Standards office (2) If it is determined that the results of an administers the objective and subjective objective test do not support the level re- tests, which includes an examination of func- quested but do support a lower level, the re- tions. The tests include a qualitative assess- sponsible Flight Standards office may qual- ment of the FFS by a pilot from the respon- ify the FFS at that lower level. For example, sible Flight Standards office. The evaluation if a Level D evaluation is requested and the team leader may assign other qualified per- FFS fails to meet sound test tolerances, it sonnel to assist in accomplishing the func- could be qualified at Level C.

tions examination and/or the objective and s. After an FFS is successfully evaluated, subjective tests performed during an evalua- the responsible Flight Standards office tion when required.

issues a Statement of Qualification (SOQ) to (1) Objective tests provide a basis for meas- the sponsor. The responsible Flight Stand- uring and evaluating FFS performance and ards office recommends the FFS to the determining compliance with the require- TPAA, who will approve the FFS for use in ments of this part.

a flight training program. The SOQ will be (2) Subjective tests provide a basis for: issued at the satisfactory conclusion of the (a) Evaluating the capability of the FFS to perform over a typical utilization period; initial or continuing qualification evalua- tion and will list the tasks for which the (b) Determining that the FFS satisfac- torily simulates each required task; FFS is qualified, referencing the tasks de- (c) Verifying correct operation of the FFS scribed in Table A1B in Attachment 1 of this controls, instruments, and systems; and appendix. However, it is the sponsor’s re- (d) Demonstrating compliance with the re- sponsibility to obtain TPAA approval prior quirements of this part.

to using the FFS in an FAA-approved flight p. The tolerances for the test parameters training program.

listed in Attachment 2 of this appendix re- t. Under normal circumstances, the respon- flect the range of tolerances acceptable to sible Flight Standards office establishes a the responsible Flight Standards office for date for the initial or upgrade evaluation FFS validation and are not to be confused within ten (10) working days after deter- with design tolerances specified for FFS mining that a complete QTG is acceptable.

manufacture. In making decisions regarding Unusual circumstances may warrant estab- tests and test results, the responsible Flight lishing an evaluation date before this deter- Standards office relies on the use of oper- mination is made. A sponsor may schedule ational and engineering judgment in the ap- an evaluation date as early as 6 months in plication of data (including consideration of advance. However, there may be a delay of 45 the way in which the flight test was flown days or more in rescheduling and completing and the way the data was gathered and ap- the evaluation if the sponsor is unable to plied), data presentations, and the applicable meet the scheduled date. See Attachment 4 tolerances for each test.

of this appendix, Figure A4A, Sample Re- q. In addition to the scheduled continuing quest for Initial, Upgrade, or Reinstatement qualification evaluation, each FFS is subject Evaluation.

to evaluations conducted by the responsible u. The numbering system used for objec- Flight Standards office at any time without tive test results in the QTG should closely prior notification to the sponsor. Such eval- uations would be accomplished in a normal follow the numbering system set out in At- manner (i.e., requiring exclusive use of the tachment 2 of this appendix, FFS Objective FFS for the conduct of objective and subjec- Tests, Table A2A.

tive tests and an examination of functions) if v. Contact the responsible Flight Stand- the FFS is not being used for flight crew- ards office for additional information regard- member training, testing, or checking. How- ing the preferred qualifications of pilots used ever, if the FFS were being used, the evalua- to meet the requirements of § 60.15(d).

tion would be conducted in a non-exclusive w. Examples of the exclusions for which manner. This non-exclusive evaluation will the FFS might not have been subjectively be conducted by the FFS evaluator accom- tested by the sponsor or the responsible panying the check airman, instructor, Air- Flight Standards office and for which quali- crew Program Designee (APD), or FAA in- fication might not be sought or granted, as spector aboard the FFS along with the stu- described in § 60.15(g)(6), include windshear dent(s) and observing the operation of the training and circling approaches.

FFS during the training, testing, or check- ing activities.

E ND I NFORMATION r. Problems with objective test results are handled as follows: llllllllllllllllllllllll

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

12. A DDITIONAL Q UALIFICATIONS FOR A against which the simulator was originally C URRENTLY Q UALIFIED FFS (§ 60.16) qualified.

e. Other certificate holders or persons de- llllllllllllllllllllllll siring to use an FFS may contract with FFS sponsors to use FFSs previously qualified at B EGIN INFORMATION a particular level for an airplane type and No additional regulatory or informational approved for use within an FAA-approved material applies to § 60.16, Additional Quali- flight training program. Such FFSs are not fications for a Currently Qualified FFS.

required to undergo an additional qualifica- tion process, except as described in § 60.16.

E ND INFORMATION f. Each FFS user must obtain approval llllllllllllllllllllllll from the appropriate TPAA to use any FFS in an FAA-approved flight training program.

13. P REVIOUSLY Q UALIFIED FFS S (§ 60.17) g. The intent of the requirement listed in llllllllllllllllllllllll § 60.17(b), for each FFS to have a SOQ within 6 years, is to have the availability of that B EGIN QPS R EQUIREMENTS statement (including the configuration list and the limitations to authorizations) to a. In instances where a sponsor plans to re- provide a complete picture of the FFS inven- move an FFS from active status for a period tory regulated by the FAA. The issuance of of less than two years, the following proce- the statement will not require any addi- dures apply: tional evaluation or require any adjustment (1) The responsible Flight Standards office to the evaluation basis for the FFS.

must be notified in writing and the notifica- tion must include an estimate of the period h. Downgrading of an FFS is a permanent that the FFS will be inactive; change in qualification level and will neces- (2) Continuing Qualification evaluations sitate the issuance of a revised SOQ to re- will not be scheduled during the inactive pe- flect the revised qualification level, as ap- riod; propriate. If a temporary restriction is (3) The responsible Flight Standards office placed on an FFS because of a missing, mal- will remove the FFS from the list of quali- functioning, or inoperative component or on- fied FSTDs on a mutually established date going repairs, the restriction is not a perma- not later than the date on which the first nent change in qualification level. Instead, missed continuing qualification evaluation the restriction is temporary and is removed would have been scheduled; when the reason for the restriction has been (4) Before the FFS is restored to qualified resolved.

status, it must be evaluated by the respon- i. The responsible Flight Standards office sible Flight Standards office. The evaluation will determine the evaluation criteria for an content and the time required to accomplish FFS that has been removed from active sta- the evaluation is based on the number of tus. The criteria will be based on the number continuing qualification evaluations and of continuing qualification evaluations and sponsor-conducted quarterly inspections quarterly inspections missed during the pe- missed during the period of inactivity.

riod of inactivity. For example, if the FFS (5) The sponsor must notify the responsible were out of service for a 1 year period, it Flight Standards office of any changes to the would be necessary to complete the entire original scheduled time out of service; QTG, since all of the quarterly evaluations b. Simulators qualified prior to May 31, would have been missed. The responsible 2016, are not required to meet the general Flight Standards office will also consider simulation requirements, the objective test how the FFS was stored, whether parts were requirements or the subjective test require- removed from the FFS and whether the FFS ments of attachments 1, 2, and 3 of this ap- was disassembled.

pendix as long as the simulator continues to j. The FFS will normally be requalified meet the test requirements contained in the using the FAA-approved MQTG and the cri- MQTG developed under the original quali- teria that was in effect prior to its removal fication basis.

from qualification. However, inactive periods c. After May 30, 2009, each visual scene or of 2 years or more will require requalifica- airport model beyond the minimum required tion under the standards in effect and cur- for the FFS qualification level that is in- rent at the time of requalification.

stalled in and available for use in a qualified FFS must meet the requirements described E ND I NFORMATION in attachment 3 of this appendix.

llllllllllllllllllllllll d. Simulators qualified prior to May 31, 2016, may be updated. If an evaluation is 14. I NSPECTION , C ONTINUING Q UALIFICATION deemed appropriate or necessary by the re- E VALUATION , AND M AINTENANCE R EQUIRE - sponsible Flight Standards office after such MENTS (§ 60.19) an update, the evaluation will not require an evaluation to standards beyond those llllllllllllllllllllllll

Federal Aviation Administration, DOT Pt. 60, App. A

B EGIN QPS R EQUIREMENTS quire additional time. The continuing quali- fication evaluations will consist of the fol- a. The sponsor must conduct a minimum of lowing: four evenly spaced inspections throughout (1) Review of the results of the quarterly the year. The objective test sequence and inspections conducted by the sponsor since content of each inspection must be developed the last scheduled continuing qualification by the sponsor and must be acceptable to the evaluation.

responsible Flight Standards office.

(2) A selection of approximately 8 to 15 ob- b. The description of the functional pre- jective tests from the MQTG that provide an flight check must be contained in the spon- adequate opportunity to evaluate the per- sor’s QMS.

formance of the FFS. The tests chosen will c. Record ‘‘functional preflight’’ in the be performed either automatically or manu- FFS discrepancy log book or other accept- ally and should be able to be conducted with- able location, including any item found to be ⁄3) of the allot- in approximately one-third ( missing, malfunctioning, or inoperative.

ted FFS time.

d. During the continuing qualification (3) A subjective evaluation of the FFS to evaluation conducted by the responsible perform a representative sampling of the Flight Standards office, the sponsor must tasks set out in attachment 3 of this appen- also provide a person knowledgeable about dix. This portion of the evaluation should the operation of the aircraft and the oper- take approximately two-thirds ( ⁄3) of the al- ation of the FFS.

lotted FFS time.

e. The responsible Flight Standards office (4) An examination of the functions of the will conduct continuing qualification evalua- FFS may include the motion system, visual tions every 12 months unless: system, sound system, instructor operating (1) The responsible Flight Standards office station, and the normal functions and simu- becomes aware of discrepancies or perform- lated malfunctions of the airplane systems.

ance problems with the device that warrants This examination is normally accomplished more frequent evaluations; or simultaneously with the subjective evalua- (2) The sponsor implements a QMS that tion requirements.

justifies less frequent evaluations. However, in no case shall the frequency of a con- E ND I NFORMATION tinuing qualification evaluation exceed 36 llllllllllllllllllllllll months.

15. L OGGING FFS D ISCREPANCIES (§ 60.20) E ND QPS R EQUIREMENTS B EGIN INFORMATION llllllllllllllllllllllll No additional regulatory or informational B EGIN INFORMATION material applies to § 60.20. Logging FFS Dis- f. The sponsor’s test sequence and the con- crepancies.

tent of each quarterly inspection required in E ND I NFORMATION § 60.19(a)(1) should include a balance and a mix from the objective test requirement llllllllllllllllllllllll areas listed as follows: (1) Performance.

16. I NTERIM Q UALIFICATION OF FFS S FOR N EW (2) Handling qualities.

A IRPLANE T YPES OR M ODELS (§ 60.21) (3) Motion system (where appropriate).

llllllllllllllllllllllll (4) Visual system (where appropriate).

(5) Sound system (where appropriate).

B EGIN INFORMATION (6) Other FFS systems.

No additional regulatory or informational g. If the evaluator plans to accomplish spe- material applies to § 60.21, Interim Qualifica- cific tests during a normal continuing quali- tion of FFSs for New Airplane Types or Mod- fication evaluation that requires the use of els.

special equipment or technicians, the spon- sor will be notified as far in advance of the E ND I NFORMATION evaluation as practical; but not less than 72 hours. Examples of such tests include llllllllllllllllllllllll latencies, control dynamics, sounds and vi- 17. M ODIFICATIONS TO FFS S (§ 60.23) brations, motion, and/or some visual system tests.

B EGIN QPS R EQUIREMENTS h. The continuing qualification evalua- tions, described in § 60.19(b), will normally re- a. The notification described in § 60.23(c)(2) quire 4 hours of FFS time. However, flexi- must include a complete description of the bility is necessary to address abnormal situ- planned modification, with a description of ations or situations involving aircraft with the operational and engineering effect the additional levels of complexity (e.g., com- proposed modification will have on the oper- puter controlled aircraft). The sponsor ation of the FFS and the results that are ex- should anticipate that some tests may re- pected with the modification incorporated.

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b. Prior to using the modified FFS: 19. A UTOMATIC L OSS OF Q UALIFICATION AND P ROCEDURES FOR R ESTORATION OF Q UALI - (1) All the applicable objective tests com- FICATION (§ 60.27) pleted with the modification incorporated, including any necessary updates to the llllllllllllllllllllllll MQTG (e.g., accomplishment of FSTD Direc- tives) must be acceptable to the responsible B EGIN INFORMATION Flight Standards office; and If the sponsor provides a plan for how the (2) The sponsor must provide the respon- FFS will be maintained during its out-of- sible Flight Standards office with a state- service period (e.g., periodic exercise of me- ment signed by the MR that the factors list- chanical, hydraulic, and electrical systems; ed in § 60.15(b) are addressed by the appro- routine replacement of hydraulic fluid; con- priate personnel as described in that section.

trol of the environmental factors in which the FFS is to be maintained) there is a E ND QPS R EQUIREMENTS greater likelihood that the responsible Flight Standards office will be able to deter- llllllllllllllllllllllll mine the amount of testing required for re- qualification.

B EGIN INFORMATION FSTD Directives are considered modifica- E ND I NFORMATION tions of an FFS. See Attachment 4 of this llllllllllllllllllllllll appendix for a sample index of effective FSTD Directives. See Attachment 6 of this 20. O THER L OSSES OF Q UALIFICATION AND P RO - appendix for a list of all effective FSTD Di- CEDURES FOR R ESTORATION OF Q UALIFICA - rectives applicable to Airplane FFSs.

TION (§ 60.29) E ND INFORMATION llllllllllllllllllllllll llllllllllllllllllllllll B EGIN INFORMATION If the sponsor provides a plan for how the 18. O PERATION WITH M ISSING , M ALFUNC - FFS will be maintained during its out-of- TIONING , OR I NOPERATIVE C OMPONENTS service period (e.g., periodic exercise of me- (§ 60.25) chanical, hydraulic, and electrical systems; B EGIN INFORMATION routine replacement of hydraulic fluid; con- trol of the environmental factors in which a. The sponsor’s responsibility with respect the FFS is to be maintained) there is a to § 60.25(a) is satisfied when the sponsor fair- greater likelihood that the responsible ly and accurately advises the user of the cur- Flight Standards office will be able to deter- rent status of an FFS, including any miss- mine the amount of testing required for re- ing, malfunctioning, or inoperative (MMI) qualification.

component(s).

E ND I NFORMATION b. It is the responsibility of the instructor, check airman, or representative of the ad- llllllllllllllllllllllll ministrator conducting training, testing, or checking to exercise reasonable and prudent 21. R ECORDKEEPING AND R EPORTING (§ 60.31) judgment to determine if any MMI compo- llllllllllllllllllllllll nent is necessary for the satisfactory com- pletion of a specific maneuver, procedure, or B EGIN QPS R EQUIREMENTS task.

a. FFS modifications can include hardware c. If the 29th or 30th day of the 30-day pe- or software changes. For FFS modifications riod described in § 60.25(b) is on a Saturday, a involving software programming changes, Sunday, or a holiday, the FAA will extend the record required by § 60.31(a)(2) must con- the deadline until the next business day.

sist of the name of the aircraft system soft- d. In accordance with the authorization de- ware, aerodynamic model, or engine model scribed in § 60.25(b), the sponsor may develop change, the date of the change, a summary a discrepancy prioritizing system to accom- of the change, and the reason for the change.

plish repairs based on the level of impact on b. If a coded form for record keeping is the capability of the FFS. Repairs having a used, it must provide for the preservation larger impact on FFS capability to provide and retrieval of information with appro- the required training, evaluation, or flight priate security or controls to prevent the in- experience will have a higher priority for re- appropriate alteration of such records after pair or replacement.

the fact.

E ND INFORMATION E ND QPS R EQUIREMENTS llllllllllllllllllllllll llllllllllllllllllllllll

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22. A PPLICATIONS , L OGBOOKS , R EPORTS , AND tested and evaluated in accordance with this R ECORDS : FRAUD , F ALSIFICATION , OR I NCOR - appendix to ensure proper operation.

RECT S TATEMENTS (§ 60.33) E ND QPS R EQUIREMENTS llllllllllllllllllllllll llllllllllllllllllllllll B EGIN INFORMATION B EGIN INFORMATION No additional regulatory or informational material applies to § 60.33, Applications, 2. D ISCUSSION Logbooks, Reports, and Records: Fraud, Fal- a. This attachment describes the general sification, or Incorrect Statements.

simulator requirements for qualifying an airplane FFS. The sponsor should also con- 23. S PECIFIC FFS C OMPLIANCE R EQUIREMENTS sult the objective tests in Attachment 2 of (§ 60.35) this appendix and the examination of func- No additional regulatory or informational tions and subjective tests listed in Attach- material applies to § 60.35, Specific FFS Com- ment 3 of this appendix to determine the pliance Requirements.

complete requirements for a specific level simulator.

24. [R ESERVED ] b. The material contained in this attach- ment is divided into the following cat- 25. FFS Q UALIFICATION ON THE B ASIS OF A BI- egories: LATERAL A VIATION S AFETY A GREEMENT (BASA) (§ 60.37) (1) General flight deck configuration.

(2) Simulator programming.

No additional regulatory or informational (3) Equipment operation.

material applies to § 60.37, FFS Qualification (4) Equipment and facilities for instructor/ on the Basis of a Bilateral Aviation Safety evaluator functions.

Agreement (BASA).

(5) Motion system.

(6) Visual system.

E ND INFORMATION (7) Sound system.

llllllllllllllllllllllll c. Table A1A provides the standards for the General Simulator Requirements.

A TTACHMENT 1 TO A PPENDIX A TO P ART 60— d. Table A1B provides the tasks that the G ENERAL S IMULATOR R EQUIREMENTS sponsor will examine to determine whether B EGIN QPS R EQUIREMENTS the FFS satisfactorily meets the require- ments for flight crew training, testing, and 1. R EQUIREMENTS experience, and provides the tasks for which the simulator may be qualified.

a. Certain requirements included in this e. Table A1C provides the functions that an appendix must be supported with an SOC as instructor/check airman must be able to con- defined in Appendix F, which may include trol in the simulator.

objective and subjective tests. The require- f. It is not required that all of the tasks ments for SOCs are indicated in the ‘‘General that appear on the List of Qualified Tasks Simulator Requirements’’ column in Table (part of the SOQ) be accomplished during the A1A of this appendix.

initial or continuing qualification evalua- b. Table A1A describes the requirements tion.

for the indicated level of FFS. Many devices include operational systems or functions E ND I NFORMATION that exceed the requirements outlined in this section. However, all systems will be llllllllllllllllllllllll

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T ABLE A1B—T ABLE OF T ASKS VS . S IMULATOR LEVEL QPS requirements Information Subjective requirements Simulator levels In order to be qualified at the simulator qualification level indi- Entry No. Notes cated, the simulator must be able to perform at least the tasks associated with that level of qualification. A B C D 1. Preflight Procedures 1.a. ........... Preflight Inspection (flight deck only) ........................................ X X X X 1.b. ........... Engine Start .............................................................................. X X X X 1.c. ........... Taxiing ....................................................................................... R X X 1.d. ........... Pre-takeoff Checks ................................................................... X X X X 2. Takeoff and Departure Phase 2.a. ........... Normal and Crosswind Takeoff R X X 2.b. ........... Instrument Takeoff .................................................................... X X X X 2.c. ........... Engine Failure During Takeoff .................................................. A X X X 2.d. ........... Rejected Takeoff ....................................................................... X X X X 2.e. ........... Departure Procedure ................................................................ X X X X 3. Inflight Maneuvers 3.a. ........... Steep Turns .............................................................................. X X X X 3.b. High Angle of Attack Maneu- vers 3.b.1 ......... Approaches to Stall ................................................................... X X X X 3.b.2 ......... Full Stall .................................................................................... X X Stall maneuvers at angles of attack above the activation of the stall warning system.

Required only for FSTDs qualified to conduct full stall training tasks as indicated on the Statement of Quali- fication.

3.c. ........... Engine Failure—Multiengine Airplane ...................................... X X X X 3.d. ........... Engine Failure—Single-Engine Airplane .................................. X X X X 3.e. ........... Specific Flight Characteristics incorporated into the user’s A A A A FAA approved flight training program.

3.f. ............ Recovery From Unusual Attitudes ............................................ X X X X Within the normal flight enve- lope supported by applicable simulation validation data.

3.g. ........... Upset Prevention and Recovery Training (UPRT) ................... X X Upset recovery or unusual atti- tude training maneuvers within the FSTD’s validation envelope that are intended to exceed pitch attitudes greater than 25 degrees nose up; pitch attitudes greater than 10 degrees nose down, and bank an- gles greater than 45 de- grees.

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

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T ABLE A1B—T ABLE OF T ASKS VS . S IMULATOR L EVEL—Continued QPS requirements Information Subjective requirements Simulator levels In order to be qualified at the simulator qualification level indi- Entry No. Notes cated, the simulator must be able to perform at least the tasks associated with that level of qualification. A B C D 4.b. ........... Holding ...................................................................................... X X X X 4.c. ........... Precision Instrument.

4.c.1. ........ All Engines Operating ............................................................... X X X X e.g., Autopilot, Manual (Flt.

Dir. Assisted), Manual (Raw Data).

4.c.2. ........ One Engine Inoperative ............................................................ X X X X e.g., Manual (Flt. Dir. As- sisted), Manual (Raw Data).

4.d. ........... Non-Precision Instrument Approach ......................................... X X X X e.g., NDB, VOR, VOR/DME, VOR/TAC, RNAV, LOC, LOC/BC, ADF, and SDF.

4.e. ........... Circling Approach ...................................................................... X X X X Specific authorization required.

4.f. ............ Missed Approach.

4.f.1. ......... Normal ....................................................................................... X X X X 4.f.2. ......... One Engine Inoperative ............................................................ X X X X 5. Landings and Approaches to Landings 5.a. ........... Normal and Crosswind Approaches and Landings .................. R X X 5.b. ........... Landing From a Precision/Non-Precision Approach ................ R X X 5.c. ........... Approach and Landing with (Simulated) Engine Failure—Mul- .... R X X tiengine Airplane.

5.d. ........... Landing From Circling Approach .............................................. R X X 5.e. ........... Rejected Landing ...................................................................... X X X X 5.f. ............ Landing From a No Flap or a Nonstandard Flap Configuration R X X Approach.

6. Normal and Abnormal Procedures 6.a. ........... Engine (including shutdown and restart) .................................. X X X X 6.b. ........... Fuel System .............................................................................. X X X X 6.c. ........... Electrical System ...................................................................... X X X X 6.d. ........... Hydraulic System ...................................................................... X X X X 6.e. ........... Environmental and Pressurization Systems ............................. X X X X 6.f. ............ Fire Detection and Extinguisher Systems ................................ X X X X 6.g. ........... Navigation and Avionics Systems ............................................ X X X X 6.h. ........... Automatic Flight Control System, Electronic Flight Instrument X X X X System, and Related Subsystems.

6.i. ............ Flight Control Systems .............................................................. X X X X 6.j. ............ Anti-ice and Deice Systems ...................................................... X X X X 6.k. ........... Aircraft and Personal Emergency Equipment .......................... X X X X 7. Emergency Procedures 7.a. ........... Emergency Descent (Max. Rate) ............................................. X X X X

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T ABLE A1B—T ABLE OF T ASKS VS . S IMULATOR L EVEL—Continued QPS requirements Information Subjective requirements Simulator levels In order to be qualified at the simulator qualification level indi- Entry No. Notes cated, the simulator must be able to perform at least the tasks associated with that level of qualification. A B C D 7.b. ........... Inflight Fire and Smoke Removal ............................................. X X X X 7.c. ........... Rapid Decompression ............................................................... X X X X 7.d. ........... Emergency Evacuation ............................................................. X X X X 8. Postflight Procedures 8.a. ........... After-Landing Procedures ......................................................... X X X X 8.b. ........... Parking and Securing ............................................................... X X X X ‘‘A’’—indicates that the system, task, or procedure may be examined if the appropriate aircraft system or control is simulated in the FSTD and is working properly.

‘‘R’’—indicates that the simulator may be qualified for this task for continuing qualification training.

‘‘X’’—indicates that the simulator must be able to perform this task for this level of qualification.

T ABLE A1C—T ABLE OF S IMULATOR S YSTEM T ASKS QPS requirements Information Subjective requirements Simulator levels In order to be qualified at the simulator qualification level indi- Entry No. Notes cated, the simulator must be able to perform at least the tasks associated with that level of qualification. A B C D 1. Instructor Operating Station (IOS), as appropriate 1.a. ........... Power switch(es) ....................................................................... X X X X 1.b. ........... Airplane conditions .................................................................... X X X X e.g., GW, CG, Fuel loading and Systems.

1.c. ........... Airports/Runways ...................................................................... X X X X e.g., Selection, Surface, Presets, Lighting controls.

1.d. ........... Environmental controls ............................................................. X X X X e.g., Clouds, Visibility, RVR, Temp, Wind, Ice, Snow, Rain, and Windshear.

1.e. ........... Airplane system malfunctions (Insertion/deletion) .................... X X X X 1.f. ............ Locks, Freezes, and Repositioning .......................................... X X X X 2. Sound Controls 2.a. ........... On/off/adjustment ...................................................................... X X X X 3. Motion/Control Loading System 3.a. ........... On/off/emergency stop .............................................................. X X X X 4. Observer Seats/Stations 4.a. ........... Position/Adjustment/Positive restraint system .......................... X X X X A TTACHMENT 2 TO A PPENDIX A TO P ART 60— T ABLE OF C ONTENTS —Continued FFS O BJECTIVE T ESTS Paragraph No. Title T ABLE OF C ONTENTS Table A2A, Objective Tests.

Paragraph No. Title 3. .................... General.

1. .................... Introduction.

4. .................... Control Dynamics.

2. .................... Test Requirements.

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required for FTDs is not necessarily required T ABLE OF C ONTENTS —Continued for FFSs. Therefore, when a test number (or Paragraph No. Title series of numbers) is not required, the term ‘‘Reserved’’ is used in the table at that loca- 5. .................... Ground Effect.

tion. Following this numbering format pro- vides a degree of commonality between the 6. .................... Motion System.

two tables and substantially reduces the po- 7. .................... Sound System.

tential for confusion when referring to objec- tive test numbers for either FFSs or FTDs.

8. .................... Additional Information About Flight Simulator c. The reader is encouraged to review the Qualification for New or Derivative Air- Airplane Flight Simulator Evaluation Hand- planes.

book, Volumes I and II, published by the 9. .................... Engineering Simulator—Validation Data.

Royal Aeronautical Society, London, UK, and AC 25–7, as amended, Flight Test Guide 10. .................. [Reserved] for Certification of Transport Category Air- planes, and AC 23–8, as amended, Flight Test 11. .................. Validation Test Tolerances.

Guide for Certification of Part 23 Airplanes, 12. .................. Validation Data Roadmap.

for references and examples regarding flight testing requirements and techniques.

13. .................. Acceptance Guidelines for Alternative En- d. If relevant winds are present in the ob- gines Data.

jective data, the wind vector should be clear- ly noted as part of the data presentation, ex- 14. .................. Acceptance Guidelines for Alternative Avi- onics (Flight-Related Computers and Con- pressed in conventional terminology, and re- trollers).

lated to the runway being used for the test.

15. .................. Transport Delay Testing.

ND I NFORMATION E 16. .................. Continuing Qualification Evaluations—Vali- llllllllllllllllllllllll dation Test Data Presentation.

B EGIN QPS R EQUIREMENTS 17. .................. Alternative Data Sources, Procedures, and Instrumentation: Level A and Level B Sim- 2. T EST R EQUIREMENTS ulators Only.

a. The ground and flight tests required for qualification are listed in Table A2A, FFS llllllllllllllllllllllll Objective Tests. Computer generated simu- B EGIN INFORMATION lator test results must be provided for each test except where an alternative test is spe- 1. I NTRODUCTION cifically authorized by the responsible Flight a. For the purposes of this attachment, the Standards office. If a flight condition or op- flight conditions specified in the Flight Con- erating condition is required for the test but ditions Column of Table A2A of this appen- does not apply to the airplane being simu- dix, are defined as follows: lated or to the qualification level sought, it (1) Ground—on ground, independent of air- may be disregarded (e.g., an engine out plane configuration; missed approach for a single-engine airplane (2) Take-off—gear down with flaps/slats in or a maneuver using reverse thrust for an any certified takeoff position; airplane without reverse thrust capability).

(3) First segment climb—gear down with Each test result is compared against the val- flaps/slats in any certified takeoff position idation data described in § 60.13 and in this (normally not above 50 ft AGL); appendix. Although use of a driver program (4) Second segment climb—gear up with designed to automatically accomplish the flaps/slats in any certified takeoff position tests is encouraged for all simulators and re- (normally between 50 ft and 400 ft AGL); quired for Level C and Level D simulators, it (5) Clean—flaps/slats retracted and gear up; must be possible to conduct each test manu- (6) Cruise—clean configuration at cruise ally while recording all appropriate param- altitude and airspeed; eters. The results must be produced on an (7) Approach—gear up or down with flaps/ appropriate recording device acceptable to slats at any normal approach position as rec- the responsible Flight Standards office and ommended by the airplane manufacturer; must include simulator number, date, time, and conditions, tolerances, and appropriate de- (8) Landing—gear down with flaps/slats in pendent variables portrayed in comparison any certified landing position.

to the validation data. Time histories are re- b. The format for numbering the objective quired unless otherwise indicated in Table tests in Appendix A, Attachment 2, Table A2A. All results must be labeled using the A2A, and the objective tests in Appendix B, tolerances and units given.

Attachment 2, Table B2A, is identical. How- b. Table A2A in this attachment sets out ever, each test required for FFSs is not nec- the test results required, including the pa- essarily required for FTDs. Also, each test rameters, tolerances, and flight conditions

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for simulator validation. Tolerances are pro- annotated (e.g., indicated versus calibrated).

vided for the listed tests because mathe- In addition, the same variables must be used matical modeling and acquisition and devel- for comparison (e.g., compare inches to opment of reference data are often inexact. inches rather than inches to centimeters).

All tolerances listed in the following tables g. The QTG provided by the sponsor must clearly describe how the simulator will be are applied to simulator performance. When two tolerance values are given for a param- set up and operated for each test. Each simu- eter, the less restrictive may be used unless lator subsystem may be tested independ- otherwise indicated. In those cases where a ently, but overall integrated testing of the tolerance is expressed only as a percentage, simulator must be accomplished to assure the tolerance percentage applies to the max- that the total simulator system meets the imum value of that parameter within its prescribed standards. A manual test proce- normal operating range as measured from dure with explicit and detailed steps for the neutral or zero position unless otherwise completing each test must also be provided.

h. For previously qualified simulators, the indicated.

c. Certain tests included in this attach- tests and tolerances of this attachment may ment must be supported with an SOC. In be used in subsequent continuing qualifica- Table A2A, requirements for SOCs are indi- tion evaluations for any given test if the cated in the ‘‘Test Details’’ column. sponsor has submitted a proposed MQTG re- d. When operational or engineering judg- vision to the responsible Flight Standards ment is used in making assessments for office and has received responsible Flight flight test data applications for simulator Standards office approval.

validity, such judgment must not be limited i. Simulators are evaluated and qualified with an engine model simulating the air- to a single parameter. For example, data that exhibit rapid variations of the measured plane data supplier’s flight test engine. For parameters may require interpolations or a qualification of alternative engine models ‘‘best fit’’ data selection. All relevant param- (either variations of the flight test engines eters related to a given maneuver or flight or other manufacturer’s engines) additional condition must be provided to allow overall tests with the alternative engine models interpretation. When it is difficult or impos- may be required. This attachment contains sible to match simulator to airplane data guidelines for alternative engines.

throughout a time history, differences must j. For testing Computer Controlled Air- craft (CCA) simulators, or other highly aug- be justified by providing a comparison of mented airplane simulators, flight test data other related variables for the condition being assessed. is required for the Normal (N) and/or Non- e. It is not acceptable to program the FFS normal (NN) control states, as indicated in so that the mathematical modeling is cor- this attachment. Where test results are inde- rect only at the validation test points. Un- pendent of control state, Normal or Non-nor- less otherwise noted, simulator tests must mal control data may be used. All tests in represent airplane performance and handling Table A2A require test results in the Normal qualities at operating weights and centers of control state unless specifically noted other- gravity (CG) typical of normal operation. wise in the Test Details section following the Simulator tests at extreme weight or CG CCA designation. The responsible Flight conditions may be acceptable where required Standards office will determine what tests for concurrent aircraft certification testing.

are appropriate for airplane simulation data.

Tests of handling qualities must include val- When making this determination, the re- idation of augmentation devices.

sponsible Flight Standards office may re- f. When comparing the parameters listed to quire other levels of control state degrada- those of the airplane, sufficient data must tion for specific airplane tests. Where Non- also be provided to verify the correct flight normal control states are required, test data condition and airplane configuration must be provided for one or more Non-nor- changes. For example, to show that control mal control states, and must include the force is within the parameters for a static least augmented state. Where applicable, stability test, data to show the correct air- flight test data must record Normal and speed, power, thrust or torque, airplane con- Non-normal states for: figuration, altitude, and other appropriate (1) Pilot controller deflections or electroni- datum identification parameters must also cally generated inputs, including location of be given. If comparing short period dynam- input; and ics, normal acceleration may be used to es- (2) Flight control surface positions unless tablish a match to the airplane, but airspeed, test results are not affected by, or are inde- altitude, control input, airplane configura- pendent of, surface positions.

tion, and other appropriate data must also k. Tests of handling qualities must include be given. If comparing landing gear change validation of augmentation devices. FFSs for dynamics, pitch, airspeed, and altitude may highly augmented airplanes will be validated be used to establish a match to the airplane, both in the unaugmented configuration (or but landing gear position must also be pro- failure state with the maximum permitted vided. All airspeed values must be properly degradation in handling qualities) and the

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augmented configuration. Where various lev- END QPS R EQUIREMENTS els of handling qualities result from failure llllllllllllllllllllllll states, validation of the effect of the failure is necessary. Requirements for testing will B EGIN INFORMATION be mutually agreed to between the sponsor and the responsible Flight Standards office n. In those cases where the objective test on a case-by-case basis.

results authorize a ‘‘snapshot test’’ or a ‘‘se- l. Some tests will not be required for air- ries of snapshot tests’’ results in lieu of a planes using airplane hardware in the simu- time-history result, the sponsor or other lator flight deck (e.g., ‘‘side stick con- data provider must ensure that a steady troller’’). These exceptions are noted in Sec- state condition exists at the instant of time tion 2 ‘‘Handling Qualities’’ in Table A2A of captured by the ‘‘snapshot.’’ The steady this attachment. However, in these cases, state condition should exist from 4 seconds the sponsor must provide a statement that prior to, through 1 second following, the in- the airplane hardware meets the appropriate stant of time captured by the snap shot.

manufacturer’s specifications and the spon- o. For references on basic operating sor must have supporting information to weight, see AC 120–27, ‘‘Aircraft Weight and that fact available for responsible Flight Balance;’’ and FAA–H–8083–1, ‘‘Aircraft Standards office review.

Weight and Balance Handbook.’’ m. For objective test purposes, see Appen- dix F of this part for the definitions of ‘‘Near E ND I NFORMATION maximum,’’ ‘‘Light,’’ and ‘‘Medium’’ gross weight. llllllllllllllllllllllll

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14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

llllllllllllllllllllllll lated to the runway being used for test near the ground.

B EGIN INFORMATION b. The reader is encouraged to review the Airplane Flight Simulator Evaluation Hand- 3. G ENERAL book, Volumes I and II, published by the a. If relevant winds are present in the ob- Royal Aeronautical Society, London, UK, and AC 25–7, as amended, Flight Test Guide jective data, the wind vector should be clear- ly noted as part of the data presentation, ex- for Certification of Transport Category Air- pressed in conventional terminology, and re- planes, and AC 23–8, as amended, Flight Test

Federal Aviation Administration, DOT Pt. 60, App. A

Guide for Certification of Part 23 Airplanes, b. Control Dynamics Evaluation. The dy- for references and examples regarding flight namic properties of control systems are testing requirements and techniques. often stated in terms of frequency, damping and a number of other classical measure- 4. C ONTROL D YNAMICS ments. In order to establish a consistent means of validating test results for FFS con- a. General. The characteristics of an air- trol loading, criteria are needed that will plane flight control system have a major ef- clearly define the measurement interpreta- fect on handling qualities. A significant con- tion and the applied tolerances. Criteria are sideration in pilot acceptability of an air- needed for underdamped, critically damped plane is the ‘‘feel’’ provided through the and overdamped systems. In the case of an flight controls. Considerable effort is ex- underdamped system with very light damp- pended on airplane feel system design so that ing, the system may be quantified in terms pilots will be comfortable and will consider of frequency and damping. In critically the airplane desirable to fly. In order for an damped or overdamped systems, the fre- FFS to be representative, it should ‘‘feel’’ quency and damping are not readily meas- like the airplane being simulated. Compli- ured from a response time history. There- ance with this requirement is determined by fore, the following suggested measurements comparing a recording of the control feel dy- may be used: namics of the FFS to actual airplane meas- (1) For Level C and D simulators. Tests to urements in the takeoff, cruise and landing verify that control feel dynamics represent configurations.

the airplane should show that the dynamic (1) Recordings such as free response to an damping cycles (free response of the con- impulse or step function are classically used trols) match those of the airplane within to estimate the dynamic properties of specified tolerances. The Flight Standards electromechanical systems. In any case, it is Service recognizes that several different only possible to estimate the dynamic prop- testing methods may be used to verify the erties as a result of being able to estimate control feel dynamic response. The respon- true inputs and responses. Therefore, it is sible Flight Standards office will consider imperative that the best possible data be col- the merits of testing methods based on reli- lected since close matching of the FFS con- ability and consistency. One acceptable trol loading system to the airplane system is method of evaluating the response and the essential. The required dynamic control tolerance to be applied is described below for tests are described in Table A2A of this at- the underdamped and critically damped tachment.

cases. A sponsor using this method to com- (2) For initial and upgrade evaluations, the ply with the QPS requirements should per- QPS requires that control dynamics charac- form the tests as follows: teristics be measured and recorded directly (a) Underdamped response. Two measure- from the flight controls (Handling Quali- ments are required for the period, the time ties—Table A2A). This procedure is usually to first zero crossing (in case a rate limit is accomplished by measuring the free response present) and the subsequent frequency of os- of the controls using a step or impulse input cillation. It is necessary to measure cycles to excite the system. The procedure should on an individual basis in case there are non- be accomplished in the takeoff, cruise and uniform periods in the response. Each period landing flight conditions and configurations. will be independently compared to the re- (3) For airplanes with irreversible control spective period of the airplane control sys- systems, measurements may be obtained on tem and, consequently, will enjoy the full the ground if proper pitot-static inputs are tolerance specified for that period. The provided to represent airspeeds typical of damping tolerance will be applied to over- those encountered in flight. Likewise, it may shoots on an individual basis. Care should be be shown that for some airplanes, takeoff, taken when applying the tolerance to small cruise, and landing configurations have like overshoots since the significance of such effects. Thus, one may suffice for another. In overshoots becomes questionable. Only those either case, engineering validation or air- overshoots larger than 5 per cent of the total plane manufacturer rationale should be sub- initial displacement should be considered.

mitted as justification for ground tests or for The residual band, labeled T(A ) on Figure d eliminating a configuration. For FFSs re- A2A is ± 5 percent of the initial displacement quiring static and dynamic tests at the con- amplitude A from the steady state value of d trols, special test fixtures will not be re- the oscillation. Only oscillations outside the quired during initial and upgrade evalua- residual band are considered significant.

tions if the QTG shows both test fixture re- When comparing FFS data to airplane data, sults and the results of an alternate ap- the process should begin by overlaying or proach (e.g., computer plots that were pro- aligning the FFS and airplane steady state duced concurrently and show satisfactory values and then comparing amplitudes of os- agreement). Repeat of the alternate method cillation peaks, the time of the first zero during the initial evaluation satisfies this crossing and individual periods of oscilla- test requirement. tion. The FFS should show the same number

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

of significant overshoots to within one when (1) An alternative means for validating compared against the airplane data. The pro- control dynamics for aircraft with hydrau- cedure for evaluating the response is illus- lically powered flight controls and artificial trated in Figure A2A.

feel systems is by the measurement of con- (b) Critically damped and overdamped re- trol force and rate of movement. For each sponse. Due to the nature of critically axis of pitch, roll, and yaw, the control must damped and overdamped responses (no over- be forced to its maximum extreme position shoots), the time to reach 90 percent of the for the following distinct rates. These tests steady state (neutral point) value should be are conducted under normal flight and the same as the airplane within ± 10 percent.

ground conditions.

Figure A2B illustrates the procedure.

(a) Static test—Slowly move the control so (c) Special considerations. Control systems that a full sweep is achieved within 95 to 105 that exhibit characteristics other than clas- seconds. A full sweep is defined as movement sical overdamped or underdamped responses of the controller from neutral to the stop, should meet specified tolerances. In addi- usually aft or right stop, then to the oppo- tion, special consideration should be given to ensure that significant trends are main- site stop, then to the neutral position.

tained.

(b) Slow dynamic test—Achieve a full (2) Tolerances.

sweep within 8–12 seconds.

(a) The following table summarizes the tol- (c) Fast dynamic test—Achieve a full erances, T, for underdamped systems, and sweep within 3–5 seconds.

‘‘n’’ is the sequential period of a full cycle of N OTE : Dynamic sweeps may be limited to oscillation. See Figure A2A of this attach- forces not exceeding 100 lbs. (44.5 daN).

ment for an illustration of the referenced measurements.

(d) Tolerances (i) Static test; see Table A2A, FFS Objec- T(P ) .......... ± 10% of P .

0 0 tive Tests, Entries 2.a.1., 2.a.2., and 2.a.3.

T(P ) .......... ± 20% of P .

1 1 (ii) Dynamic test— ± 2 lbs (0.9 daN) or ± 10% T(P ) .......... ± 30% of P .

2 2 on dynamic increment above static test.

T(P ) .......... ± 10(n + 1)% of P .

n n T(A ) .......... ± 10% of A .

n 1 E ND QPS R EQUIREMENT T(A ) .......... ± 5% of A = residual d d llllllllllllllllllllllll band.

Significant overshoots, First overshoot B EGIN INFORMATION and ± 1 subsequent overshoots.

d. The FAA is open to alternative means (b) The following tolerance applies to criti- such as the one described above. The alter- cally damped and overdamped systems only.

natives should be justified and appropriate See Figure A2B for an illustration of the ref- to the application. For example, the method erence measurements: described here may not apply to all manufac- T(P ) .......... ± 10% of P 0 0 turers’ systems and certainly not to aircraft with reversible control systems. Each case is E ND INFORMATION considered on its own merit on an ad hoc llllllllllllllllllllllll basis. If the FAA finds that alternative methods do not result in satisfactory per- B EGIN QPS R EQUIREMENT formance, more conventionally accepted c. Alternative method for control dynam- methods will have to be used.

ics evaluation.

Federal Aviation Administration, DOT Pt. 60, App. A

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

5. G ROUND E FFECT methods described below to comply with the QPS requirements should perform the tests a. For an FFS to be used for take-off and as follows: landing (not applicable to Level A simula- (1) Level fly-bys. The level fly-bys should tors in that the landing maneuver may not be conducted at a minimum of three alti- be credited in a Level A simulator) it should tudes within the ground effect, including one reproduce the aerodynamic changes that at no more than 10% of the wingspan above occur in ground effect. The parameters cho- the ground, one each at approximately 30% sen for FFS validation should indicate these and 50% of the wingspan where height refers changes.

to main gear tire above the ground. In addi- (1) A dedicated test should be provided that tion, one level-flight trim condition should will validate the aerodynamic ground effect be conducted out of ground effect (e.g., at characteristics.

150% of wingspan).

(2) The organization performing the flight (2) Shallow approach landing. The shallow tests may select appropriate test methods approach landing should be performed at a and procedures to validate ground effect. glide slope of approximately one degree with However, the flight tests should be per- negligible pilot activity until flare.

formed with enough duration near the c. The lateral-directional characteristics ground to sufficiently validate the ground- are also altered by ground effect. For exam- effect model. ple, because of changes in lift, roll damping b. The responsible Flight Standards office is affected. The change in roll damping will will consider the merits of testing methods affect other dynamic modes usually evalu- based on reliability and consistency. Accept- ated for FFS validation. In fact, Dutch roll able methods of validating ground effect are dynamics, spiral stability, and roll-rate for a described below. If other methods are pro- given lateral control input are altered by posed, rationale should be provided to con- ground effect. Steady heading sideslips will clude that the tests performed validate the also be affected. These effects should be ac- ground-effect model. A sponsor using the counted for in the FFS modeling. Several

Federal Aviation Administration, DOT Pt. 60, App. A

tests such as crosswind landing, one engine the transfer from airplane center of gravity inoperative landing, and engine failure on to pilot reference point with a minimum am- take-off serve to validate lateral-directional plitude of 5 deg/sec/sec, 10 deg/sec and 0.3 g, ground effect since portions of these tests respectively, to provide adequate analysis of are accomplished as the aircraft is descend- the output.

ing through heights above the runway at (2) Recommended output: which ground effect is an important factor.

(a) Actual platform linear accelerations; the output will comprise accelerations due 6. M OTION S YSTEM to both the linear and rotational motion ac- a. General. celeration; (1) Pilots use continuous information sig- (b) Motion actuators position.

nals to regulate the state of the airplane. In d. Objective Motion Cueing Test—Fre- concert with the instruments and outside- quency Domain world visual information, whole-body motion (1) Background. This test quantifies the re- feedback is essential in assisting the pilot to sponse of the motion cueing system from the control the airplane dynamics, particularly output of the flight model to the motion in the presence of external disturbances. The platform response. Other motion tests, such motion system should meet basic objective as the motion system frequency response, performance criteria, and should be subjec- concentrate on the mechanical performance tively tuned at the pilot’s seat position to of the motion system hardware alone. The represent the linear and angular accelera- intent of this test is to provide quantitative tions of the airplane during a prescribed frequency response records of the entire mo- minimum set of maneuvers and conditions.

tion system for specified degree-of-freedom The response of the motion cueing system transfer relationships over a range of fre- should also be repeatable.

quencies. This range should be representa- (2) The Motion System tests in Section 3 of tive of the manual control range for that Table A2A are intended to qualify the FFS particular aircraft type and the simulator as motion cueing system from a mechanical set up during qualification. The measure- performance standpoint. Additionally, the ments of this test should include the com- list of motion effects provides a representa- bined influence of the motion cueing algo- tive sample of dynamic conditions that rithm, the motion platform dynamics, and should be present in the flight simulator. An the transport delay associated with the mo- additional list of representative, training- tion cueing and control system implementa- critical maneuvers, selected from Section 1 tion. Specified frequency responses describ- (Performance tests), and Section 2 (Handling ing the ability of the FSTD to reproduce air- Qualities tests), in Table A2A, that should be craft translations and rotations, as well as recorded during initial qualification (but the cross-coupling relations, are required as without tolerance) to indicate the flight sim- part of these measurements. When simu- ulator motion cueing performance signature lating forward aircraft acceleration, the sim- have been identified (reference Section 3.e).

ulator is accelerated momentarily in the for- These tests are intended to help improve the ward direction to provide the onset cueing.

overall standard of FFS motion cueing.

This is considered the direct transfer rela- b. Motion System Checks. The intent of tion. The simulator is simultaneously tilted test 3a, Frequency Response, and test 3b, nose-up due to the low-pass filter in order to Turn-Around Check, as described in the generate a sustained specific force. The tilt Table of Objective Tests, are to demonstrate associated with the generation of the sus- the performance of the motion system hard- tained specific force, and the angular rates ware, and to check the integrity of the mo- and angular accelerations associated with tion set-up with regard to calibration and the initiation of the sustained specific force, wear. These tests are independent of the mo- are considered cross-coupling relations. The tion cueing software and should be consid- specific force is required for the perception ered robotic tests.

of the aircraft sustained specific force, while c. Motion System Repeatability. The in- the angular rates and accelerations do not tent of this test is to ensure that the motion occur in the aircraft and should be mini- system software and motion system hard- mized.

ware have not degraded or changed over (2) Frequency response test. This test re- time. This diagnostic test should be com- quires the frequency response to be measured pleted during continuing qualification for the motion cueing system. Reference si- checks in lieu of the robotic tests. This will nusoidal signals are inserted at the pilot ref- allow an improved ability to determine erence position prior to the motion cueing changes in the software or determine deg- radation in the hardware. The following in- computations. The response of the motion formation delineates the methodology that platform in the corresponding degree-of-free- should be used for this test. dom (the direct transfer relations), as well as (1) Input: The inputs should be such that the motions resulting from cross-coupling rotational accelerations, rotational rates, (the cross-coupling relations), are recorded.

and linear accelerations are inserted before These are the tests that are important to

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

pilot motion cueing and are general tests ap- N OTE : In the example, ‘‘g-rms is the math- plicable to all types of airplanes. ematical expression for ‘‘g’s root mean squared.’’ (3) This test is only required to be run once for the initial qualification of the FSTD and 7. S OUND S YSTEM will not be required for continuing qualifica- tion purposes. The FAA will accept test re- a. General. The total sound environment in sults provided by the FSTD manufacturer as the airplane is very complex, and changes part of a Statement of Compliance con- with atmospheric conditions, airplane con- firming that the objective motion cueing figuration, airspeed, altitude, and power set- tests were used to assist in the tuning of the tings. Flight deck sounds are an important component of the flight deck operational en- FSTD’s motion cueing algorithms.

vironment and provide valuable information e. Motion Vibrations.

to the flight crew. These aural cues can ei- (1) Presentation of results. The char- ther assist the crew (as an indication of an acteristic motion vibrations may be used to abnormal situation), or hinder the crew (as a verify that the flight simulator can repro- distraction or nuisance). For effective train- duce the frequency content of the airplane ing, the flight simulator should provide when flown in specific conditions. The test flight deck sounds that are perceptible to the results should be presented as a Power Spec- pilot during normal and abnormal oper- tral Density (PSD) plot with frequencies on ations, and comparable to those of the air- the horizontal axis and amplitude on the plane. The flight simulator operator should vertical axis. The airplane data and flight carefully evaluate background noises in the simulator data should be presented in the location where the device will be installed.

same format with the same scaling. The al- To demonstrate compliance with the sound gorithms used for generating the flight simu- requirements, the objective or validation lator data should be the same as those used tests in this attachment were selected to for the airplane data. If they are not the provide a representative sample of normal same then the algorithms used for the flight static conditions typically experienced by a simulator data should be proven to be suffi- pilot.

ciently comparable. As a minimum, the re- b. Alternate propulsion. For FFS with sults along the dominant axes should be pre- multiple propulsion configurations, any con- sented and a rationale for not presenting the dition listed in Table A2A of this attachment other axes should be provided.

should be presented for evaluation as part of (2) Interpretation of results. The overall the QTG if identified by the airplane manu- trend of the PSD plot should be considered facturer or other data supplier as signifi- while focusing on the dominant frequencies.

cantly different due to a change in propul- Less emphasis should be placed on the dif- sion system (engine or propeller).

ferences at the high frequency and low am- c. Data and Data Collection System.

plitude portions of the PSD plot. During the (1) Information provided to the flight simu- analysis, certain structural components of lator manufacturer should be presented in the flight simulator have resonant fre- the format suggested by the International quencies that are filtered and may not ap- Air Transport Association (IATA) ‘‘Flight pear in the PSD plot. If filtering is required, Simulator Design and Performance Data Re- the notch filter bandwidth should be limited quirements,’’ as amended. This information to 1 Hz to ensure that the buffet feel is not should contain calibration and frequency re- adversely affected. In addition, a rationale sponse data.

should be provided to explain that the char- (2) The system used to perform the tests acteristic motion vibration is not being ad- listed in Table A2A should comply with the versely affected by the filtering. The ampli- following standards: tude should match airplane data as described (a) The specifications for octave, half oc- below. However, if the PSD plot was altered tave, and third octave band filter sets may for subjective reasons, a rationale should be be found in American National Standards In- provided to justify the change. If the plot is stitute (ANSI) S1.11–1986; on a logarithmic scale, it may be difficult to (b) Measurement microphones should be interpret the amplitude of the buffet in type WS2 or better, as described in Inter- terms of acceleration. For example, a 1 × national Electrotechnical Commission (IEC) ¥ 3 2 10 g-rms /Hz would describe a heavy buffet 1094–4–1995.

and may be seen in the deep stall regime. Al- (3) Headsets. If headsets are used during ¥ 2 ternatively, a 1 × 10 g-rms /Hz buffet is al- normal operation of the airplane they should most not perceivable; but may represent a also be used during the flight simulator eval- flap buffet at low speed. The previous two ex- uation.

amples differ in magnitude by 1000. On a PSD (4) Playback equipment. Playback equip- plot this represents three decades (one dec- ment and recordings of the QTG conditions ade is a change in order of magnitude of 10; should be provided during initial evalua- and two decades is a change in order of mag- tions.

nitude of 100). (5) Background noise.

Federal Aviation Administration, DOT Pt. 60, App. A

(a) Background noise is the noise in the T ABLE A2B—E XAMPLE OF C ONTINUING Q UALI- flight simulator that is not associated with FICATION F REQUENCY R ESPONSE TEST T OL- the airplane, but is caused by the flight sim- ERANCE —Continued ulator’s cooling and hydraulic systems and extraneous noise from other locations in the Continuing building. Background noise can seriously im- Band center Initial results qualification Absolute frequency (dBSPL) results difference pact the correct simulation of airplane (dBSPL) sounds and should be kept below the airplane sounds. In some cases, the sound level of the 6300 ................. 80.7 80.4 0.3 simulation can be increased to compensate 8000 ................. 84.3 85.5 1.2 for the background noise. However, this ap- 10000 ............... 81.3 79.8 1.5 proach is limited by the specified tolerances 12500 ............... 80.7 80.1 0.6 and by the subjective acceptability of the 16000 ............... 71.1 71.1 0.0 sound environment to the evaluation pilot.

Average .... .................... ...................... 1.1 (b) The acceptability of the background noise levels is dependent upon the normal sound levels in the airplane being rep- 8. A DDITIONAL INFORMATION A BOUT FLIGHT resented. Background noise levels that fall S IMULATOR Q UALIFICATION FOR N EW OR D E - below the lines defined by the following RIVATIVE A IRPLANES points, may be acceptable: a. Typically, an airplane manufacturer’s (i) 70 dB @ 50 Hz; approved final data for performance, han- (ii) 55 dB @ 1000 Hz; dling qualities, systems or avionics is not (iii) 30 dB @ 16 kHz OTE : These limits are for unweighted ⁄3 available until well after a new or derivative (N airplane has entered service. However, flight octave band sound levels. Meeting these lim- crew training and certification often begins its for background noise does not ensure an several months prior to the entry of the first acceptable flight simulator. Airplane sounds airplane into service. Consequently, it may that fall below this limit require careful re- view and may require lower limits on back- be necessary to use preliminary data pro- ground noise.) vided by the airplane manufacturer for in- (6) Validation testing. Deficiencies in air- terim qualification of flight simulators.

plane recordings should be considered when b. In these cases, the responsible Flight applying the specified tolerances to ensure Standards office may accept certain par- that the simulation is representative of the tially validated preliminary airplane and airplane. Examples of typical deficiencies systems data, and early release (‘‘red label’’) are: avionics data in order to permit the nec- (a) Variation of data between tail numbers; essary program schedule for training, certifi- (b) Frequency response of microphones; cation, and service introduction.

(c) Repeatability of the measurements.

c. Simulator sponsors seeking qualifica- tion based on preliminary data should con- T ABLE A2B—E XAMPLE OF C ONTINUING Q UALI- sult the responsible Flight Standards office FICATION F REQUENCY RESPONSE T EST T OL- to make special arrangements for using pre- ERANCE liminary data for flight simulator qualifica- tion. The sponsor should also consult the air- Continuing plane and flight simulator manufacturers to Band center Initial results qualification Absolute develop a data plan and flight simulator frequency (dBSPL) results difference (dBSPL) qualification plan.

d. The procedure to be followed to gain the 50 ..................... 75.0 73.8 1.2 responsible Flight Standards office accept- 63 ..................... 75.9 75.6 0.3 ance of preliminary data will vary from case 80 ..................... 77.1 76.5 0.6 to case and between airplane manufacturers.

100 ................... 78.0 78.3 0.3 125 ................... 81.9 81.3 0.6 Each airplane manufacturer’s new airplane 160 ................... 79.8 80.1 0.3 development and test program is designed to 200 ................... 83.1 84.9 1.8 suit the needs of the particular project and 250 ................... 78.6 78.9 0.3 may not contain the same events or se- 315 ................... 79.5 78.3 1.2 quence of events as another manufacturer’s 400 ................... 80.1 79.5 0.6 program, or even the same manufacturer’s 500 ................... 80.7 79.8 0.9 program for a different airplane. Therefore, 630 ................... 81.9 80.4 1.5 800 ................... 73.2 74.1 0.9 there cannot be a prescribed invariable pro- 1000 ................. 79.2 80.1 0.9 cedure for acceptance of preliminary data, 1250 ................. 80.7 82.8 2.1 but instead there should be a statement de- 1600 ................. 81.6 78.6 3.0 scribing the final sequence of events, data 2000 ................. 76.2 74.4 1.8 sources, and validation procedures agreed by 2500 ................. 79.5 80.7 1.2 the simulator sponsor, the airplane manufac- 3150 ................. 80.1 77.1 3.0 turer, the flight simulator manufacturer, 4000 ................. 78.9 78.6 0.3 5000 ................. 80.1 77.1 3.0 and the responsible Flight Standards office.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

N OTE : A description of airplane manufac- (hardware and software) updates. The per- turer-provided data needed for flight simu- mitted time lapse between airplane and lator modeling and validation is to be found flight simulator updates should be minimal.

in the IATA Document ‘‘Flight Simulator It may depend on the magnitude of the up- Design and Performance Data Require- date and whether the QTG and pilot training ments,’’ as amended. and certification are affected. Differences in airplane and flight simulator avionics e. The preliminary data should be the man- versions and the resulting effects on flight ufacturer’s best representation of the air- simulator qualification should be agreed be- plane, with assurance that the final data will tween the simulator sponsor and the respon- not significantly deviate from the prelimi- sible Flight Standards office. Consultation nary estimates. Data derived from these pre- with the flight simulator manufacturer is de- dictive or preliminary techniques should be sirable throughout the qualification process.

validated against available sources includ- h. The following describes an example of ing, at least, the following: (1) Manufacturer’s engineering report. The the design data and sources that might be report should explain the predictive method used in the development of an interim quali- used and illustrate past success of the meth- fication plan.

od on similar projects. For example, the (1) The plan should consist of the develop- manufacturer could show the application of ment of a QTG based upon a mix of flight the method to an earlier airplane model or test and engineering simulation data. For predict the characteristics of an earlier data collected from specific airplane flight model and compare the results to final data tests or other flights, the required design for that model. model or data changes necessary to support (2) Early flight test results. This data is an acceptable Proof of Match (POM) should often derived from airplane certification be generated by the airplane manufacturer.

tests, and should be used to maximum ad- (2) For proper validation of the two sets of vantage for early flight simulator valida- data, the airplane manufacturer should com- tion. Certain critical tests that would nor- pare their simulation model responses mally be done early in the airplane certifi- against the flight test data, when driven by cation program should be included to vali- the same control inputs and subjected to the date essential pilot training and certifi- same atmospheric conditions as recorded in cation maneuvers. These include cases where the flight test. The model responses should a pilot is expected to cope with an airplane result from a simulation where the following failure mode or an engine failure. Flight test systems are run in an integrated fashion and data that will be available early in the flight are consistent with the design data released test program will depend on the airplane to the flight simulator manufacturer: manufacturer’s flight test program design (a) Propulsion; and may not be the same in each case. The (b) Aerodynamics; flight test program of the airplane manufac- (c) Mass properties; turer should include provisions for genera- (d) Flight controls; tion of very early flight test results for (e) Stability augmentation; and flight simulator validation.

(f) Brakes/landing gear.

f. The use of preliminary data is not indefi- i. A qualified test pilot should be used to nite. The airplane manufacturer’s final data assess handling qualities and performance should be available within 12 months after evaluations for the qualification of flight the airplane’s first entry into service or as simulators of new airplane types.

agreed by the responsible Flight Standards office, the simulator sponsor, and the air- E ND I NFORMATION plane manufacturer. When applying for in- llllllllllllllllllllllll terim qualification using preliminary data, the simulator sponsor and the responsible B EGIN QPS R EQUIREMENT Flight Standards office should agree on the update program. This includes specifying 9. E NGINEERING S IMULATOR —V ALIDATION that the final data update will be installed in DATA the flight simulator within a period of 12 a. When a fully validated simulation (i.e., months following the final data release, un- validated with flight test results) is modified less special conditions exist and a different due to changes to the simulated airplane schedule is acceptable. The flight simulator configuration, the airplane manufacturer or performance and handling validation would other acceptable data supplier must coordi- then be based on data derived from flight nate with the responsible Flight Standards tests or from other approved sources. Initial office if they propose to supply validation airplane systems data should be updated after engineering tests. Final airplane sys- data from an ‘‘audited’’ engineering simu- tems data should also be used for flight sim- lator/simulation to selectively supplement ulator programming and validation. flight test data. The responsible Flight g. Flight simulator avionics should stay Standards office must be provided an oppor- essentially in step with airplane avionics tunity to audit the engineering simulation

Federal Aviation Administration, DOT Pt. 60, App. A

or the engineering simulator used to gen- (h) Is used to support airplane development erate the validation data. Validation data and certification; and from an audited engineering simulation may (i) Has been found to be a high fidelity rep- be used for changes that are incremental in resentation of the airplane by the manufac- nature. Manufacturers or other data sup- turer’s pilots (or other acceptable data sup- pliers must be able to demonstrate that the plier), certificate holders, and the respon- predicted changes in aircraft performance sible Flight Standards office.

are based on acceptable aeronautical prin- (3) Use the engineering simulator/simula- ciples with proven success history and valid tion to produce a representative set of inte- outcomes. This must include comparisons of grated proof-of-match cases.

predicted and flight test validated data.

(4) Use a configuration control system cov- b. Airplane manufacturers or other accept- ering hardware and software for the oper- able data suppliers seeking to use an engi- ating components of the engineering simu- neering simulator for simulation validation lator/simulation.

data as an alternative to flight-test derived (5) Demonstrate that the predicted effects validation data, must contact the respon- of the change(s) are within the provisions of sible Flight Standards office and provide the sub-paragraph ‘‘a’’ of this section, and con- following: firm that additional flight test data are not (1) A description of the proposed aircraft required.

changes, a description of the proposed sim- d. Additional Requirements for Validation ulation model changes, and the use of an in- Data tegral configuration management process, (1) When used to provide validation data, including a description of the actual simula- an engineering simulator must meet the sim- tion model modifications that includes a ulator standards currently applicable to step-by-step description leading from the training simulators except for the data pack- original model(s) to the current model(s).

age.

(2) A schedule for review by the responsible (2) The data package used must be: Flight Standards office of the proposed plan and the subsequent validation data to estab- (a) Comprised of the engineering pre- lish acceptability of the proposal. dictions derived from the airplane design, de- (3) Validation data from an audited engi- velopment, or certification process; neering simulator/simulation to supplement (b) Based on acceptable aeronautical prin- specific segments of the flight test data.

ciples with proven success history and valid c. To be qualified to supply engineering outcomes for aerodynamics, engine oper- simulator validation data, for aerodynamic, ations, avionics operations, flight control ap- engine, flight control, or ground handling plications, or ground handling; models, an airplane manufacturer or other (c) Verified with existing flight-test data; acceptable data supplier must: and (1) Be able to verify their ability able to: (d) Applicable to the configuration of a (a) Develop and implement high fidelity production airplane, as opposed to a flight- simulation models; and test airplane.

(b) Predict the handling and performance (3) Where engineering simulator data are characteristics of an airplane with sufficient used as part of a QTG, an essential match accuracy to avoid additional flight test ac- must exist between the training simulator tivities for those handling and performance and the validation data.

characteristics.

(4) Training flight simulator(s) using these (2) Have an engineering simulator that: baseline and modified simulation models (a) Is a physical entity, complete with a must be qualified to at least internationally flight deck representative of the simulated recognized standards, such as contained in class of airplane; the ICAO Document 9625, the ‘‘Manual of Cri- (b) Has controls sufficient for manual teria for the Qualification of Flight Simula- flight; tors.’’ (c) Has models that run in an integrated manner; E ND QPS R EQUIREMENT (d) Has fully flight-test validated simula- tion models as the original or baseline sim- llllllllllllllllllllllll ulation models; (e) Has an out-of-the-flight deck visual sys- 10. [R ESERVED ] tem; 11. V ALIDATION T EST T OLERANCES (f) Has actual avionics boxes interchange- able with the equivalent software simula- llllllllllllllllllllllll tions to support validation of released soft- ware; B EGIN INFORMATION (g) Uses the same models as released to the a. Non-Flight-Test Tolerances training community (which are also used to produce stand-alone proof-of-match and (1) If engineering simulator data or other checkout documents); non-flight-test data are used as an allowable

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

form of reference validation data for the ob- 12. V ALIDATION D ATA R OADMAP jective tests listed in Table A2A of this at- a. Airplane manufacturers or other data tachment, the data provider must supply a suppliers should supply a validation data well-documented mathematical model and roadmap (VDR) document as part of the data testing procedure that enables a replication package. A VDR document contains guid- of the engineering simulation results within ance material from the airplane validation 40% of the corresponding flight test toler- data supplier recommending the best pos- ances.

sible sources of data to be used as validation b. Background data in the QTG. A VDR is of special value (1) The tolerances listed in Table A2A of when requesting interim qualification, quali- this attachment are designed to measure the fication of simulators for airplanes certifi- quality of the match using flight-test data as cated prior to 1992, and qualification of alter- a reference.

nate engine or avionics fits. A sponsor seek- (2) Good engineering judgment should be ing to have a device qualified in accordance applied to all tolerances in any test. A test with the standards contained in this QPS ap- is failed when the results clearly fall outside pendix should submit a VDR to the respon- of the prescribed tolerance(s).

sible Flight Standards office as early as pos- (3) Engineering simulator data are accept- sible in the planning stages. The responsible able because the same simulation models Flight Standards office is the final authority used to produce the reference data are also to approve the data to be used as validation used to test the flight training simulator material for the QTG.

(i.e., the two sets of results should be ‘‘es- b. The VDR should identify (in matrix for- sentially’’ similar).

mat) sources of data for all required tests. It (4) The results from the two sources may should also provide guidance regarding the differ for the following reasons: validity of these data for a specific engine (a) Hardware (avionics units and flight type, thrust rating configuration, and the re- controls); vision levels of all avionics affecting air- plane handling qualities and performance.

(b) Iteration rates; The VDR should include rationale or expla- (c) Execution order; nation in cases where data or parameters are (d) Integration methods; missing, engineering simulation data are to (e) Processor architecture; be used, flight test methods require expla- (f) Digital drift, including: nation, or there is any deviation from data (i) Interpolation methods; requirements. Additionally, the document (ii) Data handling differences; and should refer to other appropriate sources of (iii) Auto-test trim tolerances.

validation data (e.g., sound and vibration (5) The tolerance limit between the ref- data documents).

erence data and the flight simulator results c. The Sample Validation Data Roadmap is generally 40 percent of the corresponding (VDR) for airplanes, shown in Table A2C, de- ‘flight-test’ tolerances. However, there may picts a generic roadmap matrix identifying be cases where the simulator models used are sources of validation data for an abbreviated of higher fidelity, or the manner in which list of tests. This document is merely a sam- they are cascaded in the integrated testing ple and does not provide actual data. A com- loop have the effect of a higher fidelity, than plete matrix should address all test condi- those supplied by the data provider. Under tions and provide actual data and data these circumstances, it is possible that an sources.

error greater than 40 percent may be gen- d. Two examples of rationale pages are pre- erated. An error greater than 40 percent may sented in Appendix F of the IATA ‘‘Flight be acceptable if simulator sponsor can pro- Simulator Design and Performance Data Re- vide an adequate explanation.

quirements.’’ These illustrate the type of (6) Guidelines are needed for the applica- airplane and avionics configuration informa- tion of tolerances to engineering-simulator- tion and descriptive engineering rationale generated validation data because: used to describe data anomalies or provide (a) Flight-test data are often not available an acceptable basis for using alternative data for QTG validation requirements.

due to technical reasons; (b) Alternative technical solutions are E ND I NFORMATION being advanced; and (c) High costs. llllllllllllllllllllllll

Federal Aviation Administration, DOT Pt. 60, App. A

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

B EGIN INFORMATION stability and control flight instrumentation package, then the conditions described in llllllllllllllllllllllll Table A2D in this section should be obtained from flight testing and presented in the 13. A CCEPTANCE G UIDELINES FOR A LTERNATIVE QTG. Flight test data, other than throttle NGINES D ATA .

E calibration data, are not required if the new a. Background thrust rating is certified on the airplane without need for a comprehensive stability (1) For a new airplane type, the majority of and control flight instrumentation package.

flight validation data are collected on the (6) As a supplement to the engine-specific first airplane configuration with a ‘‘base- flight tests listed in Table A2D and baseline line’’ engine type. These data are then used engine-independent tests, additional engine- to validate all flight simulators representing specific engineering validation data should that airplane type.

be provided in the QTG, as appropriate, to fa- (2) Additional flight test validation data cilitate running the entire QTG with the al- may be needed for flight simulators rep- ternate engine configuration. The sponsor resenting an airplane with engines of a dif- and the responsible Flight Standards office ferent type than the baseline, or for engines should agree in advance on the specific vali- with thrust rating that is different from pre- dation tests to be supported by engineering viously validated configurations.

simulation data.

(3) When a flight simulator with alternate (7) A matrix or VDR should be provided engines is to be qualified, the QTG should with the QTG indicating the appropriate val- contain tests against flight test validation idation data source for each test.

data for selected cases where engine dif- ferences are expected to be significant. (8) The flight test conditions in Table A2D are appropriate and should be sufficient to b. Approval Guidelines For Validating validate implementation of alternate en- Alternate Engine Applications gines in a flight simulator.

(1) The following guidelines apply to flight E ND I NFORMATION simulators representing airplanes with alter- nate engine applications or with more than llllllllllllllllllllllll one engine type or thrust rating.

(2) Validation tests can be segmented into B EGIN QPS R EQUIREMENT two groups, those that are dependent on en- c. Test Requirements gine type or thrust rating and those that are not.

(1) The QTG must contain selected engine- (3) For tests that are independent of engine specific flight test data sufficient to validate type or thrust rating, the QTG can be based the alternative thrust level when: on validation data from any engine applica- (a) the engine type is the same, but the tion. Tests in this category should be des- thrust rating exceeds that of a previously ignated as independent of engine type or flight-test validated configuration by five thrust rating.

percent (5%) or more; or (4) For tests that are affected by engine (b) the engine type is the same, but the type, the QTG should contain selected en- thrust rating is less than the lowest pre- gine-specific flight test data sufficient to viously flight-test validated rating by fifteen validate that particular airplane-engine con- percent (15%) or more. See Table A2D for a figuration. These effects may be due to en- list of acceptable tests.

gine dynamic characteristics, thrust levels (2) Flight test data is not required if the or engine-related airplane configuration thrust increase is greater than 5%, but flight changes. This category is primarily charac- tests have confirmed that the thrust in- terized by variations between different en- crease does not change the airplane’s flight gine manufacturers’ products, but also in- characteristics.

cludes differences due to significant engine (3) Throttle calibration data (i.e., com- design changes from a previously flight-vali- manded power setting parameter versus dated configuration within a single engine throttle position) must be provided to vali- type. See Table A2D, Alternate Engine Vali- date all alternate engine types and engine dation Flight Tests in this section for a list thrust ratings that are higher or lower than of acceptable tests.

a previously validated engine. Data from a (5) Alternate engine validation data should test airplane or engineering test bench with be based on flight test data, except as noted the correct engine controller (both hardware in sub-paragraphs 13.c.(1) and (2), or where and software) are required.

other data are specifically allowed (e.g., en- gineering simulator/simulation data). If cer- E ND QPS R EQUIREMENT tification of the flight characteristics of the airplane with a new thrust rating (regardless llllllllllllllllllllllll of percentage change) does require certifi- cation flight testing with a comprehensive B EGIN QPS R EQUIREMENT

Federal Aviation Administration, DOT Pt. 60, App. A

T ABLE A2D—A LTERNATIVE E NGINE V ALIDATION F LIGHT T ESTS Alternative Alternative Entry No. Test description engine type thrust rating 1.b.1., 1.b.4. ...................... Normal take-off/ground acceleration time and distance X X 1.b.2. ................................. V mcg , if performed for airplane certification X X 1.b.5. ................................. Engine-out take-off Either test 1.b.8. ................................. Dynamic engine failure after take-off. may be X performed.

1.b.7. ................................. Rejected take-off if performed for airplane certification X 1.d.1. ................................. Cruise performance X 1.f.1., 1.f.2. ........................ Engine acceleration and deceleration X X 2.a.7. ................................. Throttle calibration X X 2.c.1. ................................. Power change dynamics (acceleration) X X 2.d.1. ................................. V mca if performed for airplane certification X X 2.d.5. ................................. Engine inoperative trim X X 2.e.1. ................................. Normal landing X Must be provided for all changes in engine type or thrust rating; see paragraph 13.c.(3).

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

E ND QPS R EQUIREMENT sults, and systems that do not. The following avionics are examples of contributory sys- llllllllllllllllllllllll tems for which hardware design changes or software revisions may lead to significant B EGIN INFORMATION differences in the aircraft response relative 14. A CCEPTANCE G UIDELINES FOR A LTERNATIVE to the baseline avionics configuration: A VIONICS (F LIGHT -R ELATED C OMPUTERS AND Flight control computers and controllers for C ONTROLLERS ) engines, autopilot, braking system, nosewheel steering system, and high lift sys- a. Background tem. Related avionics such as stall warning (1) For a new airplane type, the majority of and augmentation systems should also be flight validation data are collected on the considered.

first airplane configuration with a ‘‘base- (4) The acceptability of validation data line’’ flight-related avionics ship-set; (see used in the QTG for an alternative avionics subparagraph b.(2) of this section). These fit should be determined as follows: data are then used to validate all flight sim- (a) For changes to an avionics system or ulators representing that airplane type.

component that do not affect QTG validation (2) Additional validation data may be re- test response, the QTG test can be based on quired for flight simulators representing an validation data from the previously vali- airplane with avionics of a different hard- dated avionics configuration.

ware design than the baseline, or a different (b) For an avionics change to a contribu- software revision than previously validated tory system, where a specific test is not af- configurations.

fected by the change (e.g., the avionics (3) When a flight simulator with additional change is a Built In Test Equipment (BITE) or alternate avionics configurations is to be update or a modification in a different flight qualified, the QTG should contain tests phase), the QTG test can be based on valida- against validation data for selected cases tion data from the previously-validated avi- where avionics differences are expected to be onics configuration. The QTG should include significant.

authoritative justification (e.g., from the b. Approval Guidelines for Validating airplane manufacturer or system supplier) Alternate Avionics that this avionics change does not affect the test.

(1) The following guidelines apply to flight (c) For an avionics change to a contribu- simulators representing airplanes with a re- tory system, the QTG may be based on vali- vised avionics configuration, or more than dation data from the previously-validated one avionics configuration.

avionics configuration if no new (2) The baseline validation data should be functionality is added and the impact of the based on flight test data, except where other avionics change on the airplane response is data are specifically allowed (e.g., engineer- small and based on acceptable aeronautical ing flight simulator data).

(3) The airplane avionics can be segmented principles with proven success history and into two groups, systems or components valid outcomes. This should be supplemented whose functional behavior contributes to the with avionics-specific validation data from aircraft response presented in the QTG re- the airplane manufacturer’s engineering

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

simulation, generated with the revised avi- troduced delay and should not exceed the onics configuration. The QTG should also in- standards prescribed in Table A1A.

clude an explanation of the nature of the f. Introduced transport delay is measured change and its effect on the airplane re- from the flight deck control input to the re- sponse. action of the instruments and motion and visual systems (See Figure A2C).

(d) For an avionics change to a contribu- g. The control input may also be intro- tory system that significantly affects some duced after the airplane controller system tests in the QTG or where new functionality and the introduced transport delay measured is added, the QTG should be based on valida- directly from the control input to the reac- tion data from the previously validated avi- tion of the instruments, and simulator mo- onics configuration and supplemental avi- tion and visual systems (See Figure A2D).

onics-specific flight test data sufficient to h. Figure A2E illustrates the transport validate the alternate avionics revision. Ad- delay testing method used on a flight simu- ditional flight test validation data may not lator that uses a software emulated airplane be needed if the avionics changes were cer- controller system.

tified without the need for testing with a i. It is not possible to measure the intro- comprehensive flight instrumentation pack- duced transport delay using the simulated age. The airplane manufacturer should co- airplane controller system architecture for ordinate flight simulator data requirements, the pitch, roll and yaw axes. Therefore, the in advance with the responsible Flight signal should be measured directly from the Standards office.

pilot controller. The flight simulator manu- (5) A matrix or ‘‘roadmap’’ should be pro- facturer should measure the total transport vided with the QTG indicating the appro- delay and subtract the inherent delay of the priate validation data source for each test.

actual airplane components because the real The roadmap should include identification of airplane controller system has an inherent the revision state of those contributory avi- delay provided by the airplane manufacturer.

onics systems that could affect specific test The flight simulator manufacturer should responses if changed.

ensure that the introduced delay does not ex- ceed the standards prescribed in Table A1A.

15. T RANSPORT D ELAY T ESTING j. Special measurements for instrument a. This paragraph explains how to deter- signals for flight simulators using a real air- mine the introduced transport delay through plane instrument display system instead of a the flight simulator system so that it does simulated or re-hosted display. For flight in- not exceed a specific time delay. The trans- strument systems, the total transport delay port delay should be measured from control should be measured and the inherent delay of inputs through the interface, through each the actual airplane components subtracted of the host computer modules and back to ensure that the introduced delay does not through the interface to motion, flight in- exceed the standards prescribed in Table strument, and visual systems. The transport A1A.

delay should not exceed the maximum allow- (1) Figure A2FA illustrates the transport able interval.

delay procedure without airplane display b. Four specific examples of transport simulation. The introduced delay consists of delay are: the delay between the control movement and (1) Simulation of classic non-computer the instrument change on the data bus.

controlled aircraft; (2) Figure A2FB illustrates the modified (2) Simulation of computer controlled air- testing method required to measure intro- craft using real airplane black boxes; duced delay due to software avionics or re- (3) Simulation of computer controlled air- hosted instruments. The total simulated in- craft using software emulation of airplane strument transport delay is measured and boxes; the airplane delay should be subtracted from (4) Simulation using software avionics or this total. This difference represents the in- re-hosted instruments. troduced delay and should not exceed the c. Figure A2C illustrates the total trans- standards prescribed in Table A1A. The in- port delay for a non-computer-controlled air- herent delay of the airplane between the plane or the classic transport delay test. data bus and the displays is indicated in fig- Since there are no airplane-induced delays ure A2FA. The display manufacturer should for this case, the total transport delay is provide this delay time.

equivalent to the introduced delay. k. Recorded signals. The signals recorded d. Figure A2D illustrates the transport to conduct the transport delay calculations delay testing method using the real airplane should be explained on a schematic block controller system. diagram. The flight simulator manufacturer e. To obtain the induced transport delay should also provide an explanation of why for the motion, instrument and visual signal, each signal was selected and how they relate the delay induced by the airplane controller to the above descriptions.

should be subtracted from the total trans- l. Interpretation of results. Flight simu- port delay. This difference represents the in- lator results vary over time from test to test

Federal Aviation Administration, DOT Pt. 60, App. A

due to ‘‘sampling uncertainty.’’ All flight ditions, the host simulator and the visual simulators run at a specific rate where all system do not run at the same iteration rate, so the output of the host computer to the modules are executed sequentially in the host computer. The flight controls input can visual system will not always be syn- occur at any time in the iteration, but these chronized.

data will not be processed before the start of m. The transport delay test should account the new iteration. For example, a flight sim- for both daylight and night modes of oper- ulator running at 60 Hz may have a dif- ation of the visual system. In both cases, the ference of as much as 16.67 msec between test tolerances prescribed in Table A1A must be results. This does not mean that the test has met and the motion response should occur failed. Instead, the difference is attributed to before the end of the first video scan con- variations in input processing. In some con- taining new information.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

Federal Aviation Administration, DOT Pt. 60, App. A

llllllllllllllllllllllll pared to the results in the MQTG for accept- ance. The flight simulator operator and the B EGIN INFORMATION responsible Flight Standards office should look for any change in the flight simulator 16. C ONTINUING Q UALIFICATION E VALUATIONS — performance since initial qualification.

V ALIDATION T EST D ATA P RESENTATION b. Continuing Qualification Evaluation Test a. Background Results Presentation (1) The MQTG is created during the initial (1) Flight simulator operators are encour- evaluation of a flight simulator. This is the aged to over-plot continuing qualification master document, as amended, to which validation test results with MQTG flight flight simulator continuing qualification simulator results recorded during the initial evaluation test results are compared.

evaluation and as amended. Any change in a (2) The currently accepted method of pre- validation test will be readily apparent. In senting continuing qualification evaluation addition to plotting continuing qualification test results is to provide flight simulator re- validation test and MQTG results, operators sults over-plotted with reference data. Test may elect to plot reference data as well.

results are carefully reviewed to determine if (2) There are no suggested tolerances be- the test is within the specified tolerances.

tween flight simulator continuing qualifica- This can be a time consuming process, par- tion and MQTG validation test results. In- ticularly when reference data exhibits rapid vestigation of any discrepancy between the variations or an apparent anomaly requiring MQTG and continuing qualification flight engineering judgment in the application of the tolerances. In these cases, the solution is simulator performance is left to the discre- to compare the results to the MQTG. The tion of the flight simulator operator and the continuing qualification results are com- responsible Flight Standards office.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

(3) Differences between the two sets of re- (2) The sponsor should coordinate with the sults, other than variations attributable to responsible Flight Standards office prior to repeatability issues that cannot be ex- using alternative data sources in a flight plained, should be investigated. test or data gathering effort.

(4) The flight simulator should retain the e. The responsible Flight Standards office position regarding the use of these alter- ability to over-plot both automatic and man- native data sources, procedures, and instru- ual validation test results with reference mentation is based on the following pre- data.

sumptions: E ND INFORMATION (1) Data gathered through the alternative means does not require angle of attack llllllllllllllllllllllll (AOA) measurements or control surface posi- tion measurements for any flight test. How- B EGIN QPS R EQUIREMENTS ever, AOA can be sufficiently derived if the flight test program ensures the collection of 17. A LTERNATIVE D ATA S OURCES , P ROCE - acceptable level, unaccelerated, trimmed DURES , AND INSTRUMENTATION : L EVEL A AND flight data. All of the simulator time history L EVEL B S IMULATORS O NLY tests that begin in level, unaccelerated, and a. Sponsors are not required to use the al- trimmed flight, including the three basic ternative data sources, procedures, and in- trim tests and ‘‘fly-by’’ trims, can be a suc- strumentation. However, a sponsor may cessful validation of angle of attack by com- choose to use one or more of the alternative parison with flight test pitch angle. (Note: sources, procedures, and instrumentation de- Due to the criticality of angle of attack in scribed in Table A2E.

the development of the ground effects model, particularly critical for normal landings and E ND QPS R EQUIREMENTS landings involving cross-control input appli- cable to Level B simulators, stable ‘‘fly-by’’ llllllllllllllllllllllll trim data will be the acceptable norm for normal and cross-control input landing ob- B EGIN INFORMATION jective data for these applications.)

b. It has become standard practice for ex- (2) The use of a rigorously defined and fully perienced simulator manufacturers to use mature simulation controls system model modeling techniques to establish data bases that includes accurate gearing and cable for new simulator configurations while stretch characteristics (where applicable), awaiting the availability of actual flight test determined from actual aircraft measure- data. The data generated from the aero- ments. Such a model does not require con- dynamic modeling techniques is then com- trol surface position measurements in the pared to the flight test data when it becomes flight test objective data in these limited ap- available. The results of such comparisons plications.

have become increasingly consistent, indi- f. The sponsor is urged to contact the re- cating that these techniques, applied with sponsible Flight Standards office for clari- the appropriate experience, are dependable fication of any issue regarding airplanes and accurate for the development of aero- with reversible control systems. Table A2E is dynamic models for use in Level A and Level not applicable to Computer Controlled Air- B simulators.

craft FFSs.

c. Based on this history of successful com- g. Utilization of these alternate data parisons, the responsible Flight Standards sources, procedures, and instrumentation office has concluded that those who are expe- (Table A2E) does not relieve the sponsor rienced in the development of aerodynamic from compliance with the balance of the in- models may use modeling techniques to alter formation contained in this document rel- the method for acquiring flight test data for ative to Level A or Level B FFSs.

Level A or Level B simulators.

h. The term ‘‘inertial measurement sys- d. The information in Table A2E (Alter- tem’’ is used in the following table to include native Data Sources, Procedures, and Instru- the use of a functional global positioning mentation) is presented to describe an ac- system (GPS).

ceptable alternative to data sources for sim- i. Synchronized video for the use of alter- ulator modeling and validation and an ac- native data sources, procedures, and instru- ceptable alternative to the procedures and mentation should have: instrumentation traditionally used to gather (1) Sufficient resolution to allow mag- such modeling and validation data. nification of the display to make appropriate (1) Alternative data sources that may be measurement and comparisons; and used for part or all of a data requirement are (2) Sufficient size and incremental mark- the Airplane Maintenance Manual, the Air- ing to allow similar measurement and com- plane Flight Manual (AFM), Airplane Design parison. The detail provided by the video Data, the Type Inspection Report (TIR), Cer- should provide sufficient clarity and accu- tification Data or acceptable supplemental racy to measure the necessary parameter(s) flight test data. to at least ⁄2 of the tolerance authorized for

Federal Aviation Administration, DOT Pt. 60, App. A

the specific test being conducted and allow E ND I NFORMATION an integration of the parameter(s) in ques- llllllllllllllllllllllll tion to obtain a rate of change.

T ABLE A2E—A LTERNATIVE D ATA S OURCES , P ROCEDURES , AND INSTRUMENTATION QPS REQUIREMENTS Information The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix A are not used.

Notes Table of objective tests Sim level Alternative data sources, procedures, and instrumentation Test entry number and title A B 1.a.1. Performance. Taxi. Min- X X TIR, AFM, or Design data may be used.

imum Radius turn.

1.a.2. Performance. Taxi Rate X Data may be acquired by using a constant A single procedure may not be of Turn vs. Nosewheel Steer- tiller position, measured with a pro- adequate for all airplane ing Angle. tractor or full rudder pedal application steering systems, therefore for steady state turn, and synchronized appropriate measurement video of heading indicator. If less than procedures must be devised full rudder pedal is used, pedal position and proposed for the respon- must be recorded.. sible Flight Standards office concurrence.

1.b.1. Performance. Takeoff. X X Preliminary certification data may be Ground Acceleration Time used. Data may be acquired by using a and Distance. stop watch, calibrated airspeed, and runway markers during a takeoff with power set before brake release. Power settings may be hand recorded. If an in- ertial measurement system is installed, speed and distance may be derived from acceleration measurements.

1.b.2. Performance. Takeoff. X X Data may be acquired by using an inertial Rapid throttle reductions at Minimum Control Speed— measurement system and a syn- speeds near V may be mcg ground (V ) using aero- chronized video of calibrated airplane used while recording appro- mcg dynamic controls only (per ap- instruments and force/position measure- priate parameters. The plicable airworthiness stand- ments of flight deck controls. nosewheel must be free to ard) or low speed, engine in- caster, or equivalently freed operative ground control char- of sideforce generation.

acteristics.

1.b.3. Performance. Takeoff. X X Data may be acquired by using an inertial Minimum Unstick Speed (V ) measurement system and a syn- mu or equivalent test to dem- chronized video of calibrated airplane onstrate early rotation takeoff instruments and the force/position characteristics. measurements of flight deck controls.

1.b.4. Performance. Takeoff. X X Data may be acquired by using an inertial Normal Takeoff. measurement system and a syn- chronized video of calibrated airplane instruments and force/position measure- ments of flight deck controls. AOA can be calculated from pitch attitude and flight path.

1.b.5. Performance. Takeoff. X X Data may be acquired by using an inertial Record airplane dynamic re- Critical Engine Failure during measurement system and a syn- sponse to engine failure and Takeoff. chronized video of calibrated airplane control inputs required to cor- instruments and force/position measure- rect flight path.

ments of flight deck controls.

1.b.6. Performance. Takeoff. X X Data may be acquired by using an inertial The ‘‘1:7 law’’ to 100 feet (30 Crosswind Takeoff. measurement system and a syn- meters) is an acceptable chronized video of calibrated airplane wind profile.

instruments and force/position measure- ments of flight deck controls.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

T ABLE A2E—A LTERNATIVE D ATA S OURCES , P ROCEDURES , AND I NSTRUMENTATION —Continued QPS REQUIREMENTS Information The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix A are not used.

Notes Table of objective tests Sim level Alternative data sources, procedures, and instrumentation Test entry number and title A B 1.b.7. Performance. Takeoff. X X Data may be acquired with a syn- Rejected Takeoff. chronized video of calibrated airplane instruments, thrust lever position, en- gine parameters, and distance (e.g., runway markers). A stop watch is re- quired..

1.c. 1. Performance. Climb. Nor- X X Data may be acquired with a syn- mal Climb all engines oper- chronized video of calibrated airplane ating.. instruments and engine power through- out the climb range.

1.c.2. Performance. Climb. One X X Data may be acquired with a syn- engine Inoperative Climb. chronized video of calibrated airplane instruments and engine power through- out the climb range.

1.c.4. Performance. Climb. One X X Data may be acquired with a syn- Engine Inoperative Approach chronized video of calibrated airplane Climb (if operations in icing instruments and engine power through- conditions are authorized). out the climb range.

1.d.1. Cruise/Descent. Level X X Data may be acquired with a syn- flight acceleration.. chronized video of calibrated airplane instruments, thrust lever position, en- gine parameters, and elapsed time.

1.d.2. Cruise/Descent. Level X X Data may be acquired with a syn- flight deceleration.. chronized video of calibrated airplane instruments, thrust lever position, en- gine parameters, and elapsed time.

1.d.4. Cruise/Descent. Idle de- X X Data may be acquired with a syn- scent. chronized video of calibrated airplane instruments, thrust lever position, en- gine parameters, and elapsed time.

1.d.5. Cruise/Descent. Emer- X X Data may be acquired with a syn- gency Descent. chronized video of calibrated airplane instruments, thrust lever position, en- gine parameters, and elapsed time.

1.e.1. Performance. Stopping. X X Data may be acquired during landing tests Deceleration time and dis- using a stop watch, runway markers, tance, using manual applica- and a synchronized video of calibrated tion of wheel brakes and no airplane instruments, thrust lever posi- reverse thrust on a dry run- tion and the pertinent parameters of en- way. gine power.

1.e.2. Performance. Ground. X X Data may be acquired during landing tests Deceleration Time and Dis- using a stop watch, runway markers, tance, using reverse thrust and a synchronized video of calibrated and no wheel brakes. airplane instruments, thrust lever posi- tion and pertinent parameters of engine power.

1.f.1. Performance. Engines. X X Data may be acquired with a syn- Acceleration. chronized video recording of engine in- struments and throttle position.

1.f.2. Performance. Engines. X X Data may be acquired with a syn- Deceleration. chronized video recording of engine in- struments and throttle position.

Federal Aviation Administration, DOT Pt. 60, App. A

T ABLE A2E—A LTERNATIVE D ATA S OURCES , P ROCEDURES , AND I NSTRUMENTATION —Continued QPS REQUIREMENTS Information The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix A are not used.

Notes Table of objective tests Sim level Alternative data sources, procedures, and instrumentation Test entry number and title A B 2.a.1.a. Handling Qualities. Stat- X X Surface position data may be acquired For airplanes with reversible ic Control Checks. Pitch Con- from flight data recorder (FDR) sensor control systems, surface po- troller Position vs. Force and or, if no FDR sensor, at selected, sig- sition data acquisition should Surface Position Calibration. nificant column positions (encom- be accomplished with winds passing significant column position data less than 5 kts.

points), acceptable to the responsible Flight Standards office, using a control surface protractor on the ground. Force data may be acquired by using a hand held force gauge at the same column position data points..

2.a.2.a. Handling Qualities. Stat- X X Surface position data may be acquired For airplanes with reversible ic Control Checks. Roll Con- from flight data recorder (FDR) sensor control systems, surface po- troller Position vs. Force and or, if no FDR sensor, at selected, sig- sition data acquisition should Surface Position Calibration. nificant wheel positions (encompassing be accomplished with winds significant wheel position data points), less than 5 kts.

acceptable to the responsible Flight Standards office, using a control sur- face protractor on the ground. Force data may be acquired by using a hand held force gauge at the same wheel po- sition data points..

2.a.3.a. Handling Qualities. Stat- X X Surface position data may be acquired For airplanes with reversible ic Control Checks. Rudder from flight data recorder (FDR) sensor control systems, surface po- Pedal Position vs. Force and or, if no FDR sensor, at selected, sig- sition data acquisition should Surface Position Calibration. nificant rudder pedal positions (encom- be accomplished with winds passing significant rudder pedal position less than 5 kts.

data points), acceptable to the respon- sible Flight Standards office, using a control surface protractor on the ground. Force data may be acquired by using a hand held force gauge at the same rudder pedal position data points..

2.a.4. Handling Qualities. Static X X Breakout data may be acquired with a Control Checks. Nosewheel hand held force gauge. The remainder Steering Controller Force and of the force to the stops may be cal- Position. culated if the force gauge and a pro- tractor are used to measure force after breakout for at least 25% of the total displacement capability.

2.a.5. Handling Qualities. Static X X Data may be acquired through the use of Control Checks. Rudder force pads on the rudder pedals and a Pedal Steering Calibration. pedal position measurement device, to- gether with design data for nosewheel position.

2.a.6. Handling Qualities. Static X X Data may be acquired through calcula- Control Checks. Pitch Trim In- tions.

dicator vs. Surface Position Calibration.

2.a.7. Handling qualities. Static X X Data may be acquired by using a syn- control tests. Pitch trim rate. chronized video of pitch trim indication and elapsed time through range of trim indication.

2.a.8. Handling Qualities. Static X X Data may be acquired through the use of Control tests. Alignment of a temporary throttle quadrant scale to Flight deck Throttle Lever document throttle position. Use a syn- Angle vs. Selected engine pa- chronized video to record steady state rameter. instrument readings or hand-record steady state engine performance read- ings.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

T ABLE A2E—A LTERNATIVE D ATA S OURCES , P ROCEDURES , AND I NSTRUMENTATION —Continued QPS REQUIREMENTS Information The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix A are not used.

Notes Table of objective tests Sim level Alternative data sources, procedures, and instrumentation Test entry number and title A B 2.a.9. Handling qualities. Static X X Use of design or predicted data is accept- control tests. Brake pedal po- able. Data may be acquired by meas- sition vs. force and brake sys- uring deflection at ‘‘zero’’ and ‘‘max- tem pressure calibration. imum’’ and calculating deflections be- tween the extremes using the airplane design data curve.

2.c.1. Handling qualities. Longi- X X Data may be acquired by using an inertial tudinal control tests. Power measurement system and a syn- change dynamics. chronized video of calibrated airplane instruments and throttle position.

2.c.2. Handling qualities. Longi- X X Data may be acquired by using an inertial tudinal control tests. Flap/slat measurement system and a syn- change dynamics. chronized video of calibrated airplane instruments and flap/slat position.

2.c.3. Handling qualities. Longi- X X Data may be acquired by using an inertial tudinal control tests. Spoiler/ measurement system and a syn- speedbrake change dynamics. chronized video of calibrated airplane instruments and spoiler/speedbrake po- sition.

2.c.4. Handling qualities. Longi- X X Data may be acquired by using an inertial tudinal control tests. Gear measurement system and a syn- change dynamics. chronized video of calibrated airplane instruments and gear position.

2.c.5. Handling qualities. Longi- X X Data may be acquired through use of an tudinal control tests. Longitu- inertial measurement system and a syn- dinal trim. chronized video of flight deck controls position (previously calibrated to show related surface position) and the engine instrument readings.

2.c.6. Handling qualities. Longi- X X Data may be acquired through the use of tudinal control tests. Longitu- an inertial measurement system and a dinal maneuvering stability synchronized video of calibrated air- (stick force/g). plane instruments; a temporary, high resolution bank angle scale affixed to the attitude indicator; and a wheel and column force measurement indication.

2.c.7. Handling qualities. Longi- X X Data may be acquired through the use of tudinal control tests. Longitu- a synchronized video of airplane flight dinal static stability. instruments and a hand held force gauge.

2.c.8. Handling qualities. Longi- X X Data may be acquired through a syn- Airspeeds may be cross tudinal control tests. Stall chronized video recording of a stop checked with those in the characteristics. watch and calibrated airplane airspeed TIR and AFM.

indicator. Hand-record the flight condi- tions and airplane configuration.

2.c.9. Handling qualities. Longi- X X Data may be acquired by using an inertial tudinal control tests. Phugoid measurement system and a syn- dynamics. chronized video of calibrated airplane instruments and force/position measure- ments of flight deck controls.

2.c.10. Handling qualities. Lon- X Data may be acquired by using an inertial gitudinal control tests. Short measurement system and a syn- period dynamics. chronized video of calibrated airplane instruments and force/position measure- ments of flight deck controls.

Federal Aviation Administration, DOT Pt. 60, App. A

T ABLE A2E—A LTERNATIVE D ATA S OURCES , P ROCEDURES , AND I NSTRUMENTATION —Continued QPS REQUIREMENTS Information The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix A are not used.

Notes Table of objective tests Sim level Alternative data sources, procedures, and instrumentation Test entry number and title A B 2.d.1. Handling qualities. Lateral X X Data may be acquired by using an inertial directional tests. Minimum measurement system and a syn- or control speed, air (V mca chronized video of calibrated airplane ), per applicable airworthi- V mci instruments and force/position measure- ness standard or Low speed ments of flight deck controls.

engine inoperative handling characteristics in the air.

2.d.2. Handling qualities. Lateral X X Data may be acquired by using an inertial May be combined with step directional tests. Roll re- measurement system and a syn- input of flight deck roll con- sponse (rate). chronized video of calibrated airplane troller test, 2.d.3.

instruments and force/position measure- ments of flight deck lateral controls.

2.d.3. Handling qualities. Lateral X X Data may be acquired by using an inertial directional tests. Roll re- measurement system and a syn- sponse to flight deck roll con- chronized video of calibrated airplane troller step input. instruments and force/position measure- ments of flight deck lateral controls.

2.d.4. Handling qualities. Lateral X X Data may be acquired by using an inertial directional tests. Spiral sta- measurement system and a syn- bility. chronized video of calibrated airplane instruments; force/position measure- ments of flight deck controls; and a stop watch.

2.d.5. Handling qualities. Lateral X X Data may be hand recorded in-flight using Trimming during second seg- directional tests. Engine inop- high resolution scales affixed to trim ment climb is not a certifi- erative trim. controls that have been calibrated on cation task and should not be the ground using protractors on the conducted until a safe alti- control/trim surfaces with winds less tude is reached.

than 5 kts.OR Data may be acquired during second segment climb (with proper pilot control input for an engine- out condition) by using a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls.

2.d.6. Handling qualities. Lateral X X Data may be acquired by using an inertial directional tests. Rudder re- measurement system and a syn- sponse. chronized video of calibrated airplane instruments and force/position measure- ments of rudder pedals.

2.d.7. Handling qualities. Lateral X X Data may be acquired by using an inertial directional tests. Dutch roll, measurement system and a syn- (yaw damper OFF). chronized video of calibrated airplane instruments and force/position measure- ments of flight deck controls.

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

Ground track and wind corrected heading may be used for sideslip angle.

2.e.1. Handling qualities. Land- X Data may be acquired by using an inertial ings. Normal landing. measurement system and a syn- chronized video of calibrated airplane instruments and force/position measure- ments of flight deck controls.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

T ABLE A2E—A LTERNATIVE D ATA S OURCES , P ROCEDURES , AND I NSTRUMENTATION —Continued QPS REQUIREMENTS Information The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix A are not used.

Notes Table of objective tests Sim level Alternative data sources, procedures, and instrumentation Test entry number and title A B 2.e.3. Handling qualities. Land- X Data may be acquired by using an inertial ings. Crosswind landing. measurement system and a syn- chronized video of calibrated airplane instruments and force/position measure- ments of flight deck controls.

2.e.4. Handling qualities. Land- X Data may be acquired by using an inertial ings. One engine inoperative measurement system and a syn- landing. chronized video of calibrated airplane instruments and the force/position measurements of flight deck controls.

Normal and lateral accelerations may be recorded in lieu of AOA and sideslip.

2.e.5. Handling qualities. Land- .......... X Data may be acquired by using an inertial ings. Autopilot landing (if ap- measurement system and a syn- plicable). chronized video of calibrated airplane instruments and force/position measure- ments of flight deck controls.Normal and lateral accelerations may be re- corded in lieu of AOA and sideslip.

2.e.6. Handling qualities. Land- X Data may be acquired by using an inertial ings. All engines operating, measurement system and a syn- autopilot, go around. chronized video of calibrated airplane instruments and force/position measure- ments of flight deck controls. Normal and lateral accelerations may be re- corded in lieu of AOA and sideslip.

2.e.7. Handling qualities. Land- X Data may be acquired by using an inertial ings. One engine inoperative measurement system and a syn- go around. chronized video of calibrated airplane instruments and force/position measure- ments of flight deck controls. Normal and lateral accelerations may be re- corded in lieu of AOA and sideslip.

2.e.8. Handling qualities. Land- X Data may be acquired by using an inertial ings. Directional control (rud- measurement system and a syn- der effectiveness with sym- chronized video of calibrated airplane metric thrust). instruments and force/position measure- ments of flight deck controls. Normal and lateral accelerations may be re- corded in lieu of AOA and sideslip.

2.e.9. Handling qualities. Land- X Data may be acquired by using an inertial ings. Directional control (rud- measurement system and a syn- der effectiveness with asym- chronized video of calibrated airplane metric reverse thrust). instruments and force/position measure- ments of flight deck controls. Normal and lateral accelerations may be re- corded in lieu of AOA and sideslip.

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

Federal Aviation Administration, DOT Pt. 60, App. A

E ND INFORMATION made to that real world airport (e.g., a new runway, an extended taxiway, a new lighting llllllllllllllllllllllll system, a runway closure) without a written extension grant from the responsible Flight A TTACHMENT 3 TO A PPENDIX A TO P ART 60— Standards office (described in paragraph 1.g.

IMULATOR S UBJECTIVE E VALUATION S of this section), an update to that airport llllllllllllllllllllllll model must be made in accordance with the following time limits: B EGIN QPS R EQUIREMENTS (1) For a new airport runway, a runway ex- tension, a new airport taxiway, a taxiway ex- 1. R EQUIREMENTS tension, or a runway/taxiway closure—with- a. Except for special use airport models, in 90 days of the opening for use of the new described as Class III, all airport models re- airport runway, runway extension, new air- quired by this part must be representations port taxiway, or taxiway extension; or with- of real-world, operational airports or rep- in 90 days of the closure of the runway or resentations of fictional airports and must taxiway.

meet the requirements set out in Tables A3B (2) For a new or modified approach light or A3C of this attachment, as appropriate.

system—within 45 days of the activation of b. If fictional airports are used, the sponsor the new or modified approach light system.

must ensure that navigational aids and all (3) For other facility or structural changes appropriate maps, charts, and other naviga- on the airport (e.g., new terminal, relocation tional reference material for the fictional of Air Traffic Control Tower)—within 180 airports (and surrounding areas as nec- days of the opening of the new or changed fa- essary) are compatible, complete, and accu- cility or structure.

rate with respect to the visual presentation g. If a sponsor desires an extension to the of the airport model of this fictional airport.

time limit for an update to a visual scene or An SOC must be submitted that addresses airport model or has an objection to what navigation aid installation and performance must be updated in the specific airport and other criteria (including obstruction model requirement, the sponsor must pro- clearance protection) for all instrument ap- vide a written extension request to the re- proaches to the fictional airports that are sponsible Flight Standards office stating the available in the simulator. The SOC must reason for the update delay and a proposed reference and account for information in the completion date, or explain why the update terminal instrument procedures manual and is not necessary (i.e., why the identified air- the construction and availability of the re- port change will not have an impact on quired maps, charts, and other navigational flight training, testing, or checking). A copy material. This material must be clearly of this request or objection must also be sent marked ‘‘for training purposes only.’’ to the POI/TCPM. The responsible Flight c. When the simulator is being used by an Standards office will send the official re- instructor or evaluator for purposes of train- sponse to the sponsor and a copy to the POI/ ing, checking, or testing under this chapter, TCPM. If there is an objection, after con- only airport models classified as Class I, sultation with the appropriate POI/TCPM re- Class II, or Class III may be used by the in- garding the training, testing, or checking structor or evaluator. Detailed descriptions/ impact, the responsible Flight Standards of- definitions of these classifications are found fice will send the official response to the in Appendix F of this part.

sponsor and a copy to the POI/TCPM.

d. When a person sponsors an FFS main- tained by a person other than a U.S. certifi- E ND QPS R EQUIREMENTS cate holder, the sponsor is accountable for that FFS originally meeting, and continuing llllllllllllllllllllllll to meet, the criteria under which it was B EGIN INFORMATION originally qualified and the appropriate Part 60 criteria, including the airport models that 2. D ISCUSSION may be used by instructors or evaluators for purposes of training, checking, or testing a. The subjective tests provide a basis for under this chapter. evaluating the capability of the simulator to e. Neither Class II nor Class III airport vis- perform over a typical utilization period; de- ual models are required to appear on the termining that the simulator accurately SOQ, and the method used for keeping in- simulates each required maneuver, proce- structors and evaluators apprised of the air- dure, or task; and verifying correct oper- port models that meet Class II or Class III ation of the simulator controls, instruments, requirements on any given simulator is at and systems. The items listed in the fol- the option of the sponsor, but the method lowing Tables are for simulator evaluation used must be available for review by the purposes only. They may not be used to limit TPAA. or exceed the authorizations for use of a f. When an airport model represents a real given level of simulator, as described on the world airport and a permanent change is SOQ, or as approved by the TPAA.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

b. The tests in Table A3A, Operations ever, if the responsible Flight Standards of- Tasks, in this attachment, address pilot fice determines that the simulator does not functions, including maneuvers and proce- accurately simulate that training activity, dures (called flight tasks), and are divided by the simulator would not be approved for that flight phases. The performance of these tasks training activity.

by the responsible Flight Standards office g. The FAA intends to allow the use of includes an operational examination of the Class III airport models when the sponsor visual system and special effects. There are provides the TPAA (or other regulatory au- flight tasks included to address some fea- thority) an appropriate analysis of the skills, tures of advanced technology airplanes and knowledge, and abilities (SKAs) necessary innovative training programs. For example, for competent performance of the tasks in ‘‘high angle-of-attack maneuvering’’ is in- which this particular media element is used.

cluded to provide a required alternative to The analysis should describe the ability of ‘‘approach to stalls’’ for airplanes employing the FFS/visual media to provide an adequate flight envelope protection functions.

environment in which the required SKAs are c. The tests in Table A3A, Operations satisfactorily performed and learned. The Tasks, and Table A3G, Instructor Operating analysis should also include the specific Station of this attachment, address the over- media element, such as the airport model.

all function and control of the simulator in- h. The TPAA may accept Class III airport cluding the various simulated environmental models without individual observation pro- conditions; simulated airplane system oper- vided the sponsor provides the TPAA with an ations (normal, abnormal, and emergency); acceptable description of the process for de- visual system displays; and special effects termining the acceptability of a specific air- necessary to meet flight crew training, eval- port model, outlines the conditions under uation, or flight experience requirements.

which such an airport model may be used, d. All simulated airplane systems func- and adequately describes what restrictions tions will be assessed for normal and, where will be applied to each resulting airport or appropriate, alternate operations. Normal, landing area model. Examples of situations abnormal, and emergency operations associ- that may warrant Class _ III model designa- ated with a flight phase will be assessed dur- tion by the TPAA include the following: ing the evaluation of flight tasks or events (a) Training, testing, or checking on very within that flight phase. Simulated airplane low visibility operations, including SMGCS systems are listed separately under ‘‘Any operations.

Flight Phase’’ to ensure appropriate atten- (b) Instrument operations training (includ- tion to systems checks. Operational naviga- ing instrument takeoff, departure, arrival, tion systems (including inertial navigation approach, and missed approach training, systems, global positioning systems, or other testing, or checking) using— long-range systems) and the associated elec- (i) A specific model that has been geo- tronic display systems will be evaluated if graphically ‘‘moved’’ to a different location installed. The pilot will include in his report and aligned with an instrument procedure to the TPAA, the effect of the system oper- for another airport.

ation and any system limitation.

(ii) A model that does not match changes e. Simulators demonstrating a satisfactory made at the real-world airport (or landing circling approach will be qualified for the area for helicopters) being modeled.

circling approach maneuver and may be ap- (iii) A model generated with an ‘‘off-board’’ proved for such use by the TPAA in the spon- or an ‘‘on-board’’ model development tool sor’s FAA-approved flight training program.

(by providing proper latitude/longitude ref- To be considered satisfactory, the circling erence; correct runway or landing area ori- approach will be flown at maximum gross entation, length, width, marking, and light- weight for landing, with minimum visibility ing information; and appropriate adjacent for the airplane approach category, and must taxiway location) to generate a facsimile of allow proper alignment with a landing run- a real world airport or landing area.

way at least 90 ° different from the instru- i. Previously qualified simulators with cer- ment approach course while allowing the tain early generation Computer Generated pilot to keep an identifiable portion of the Image (CGI) visual systems, are limited by airport in sight throughout the maneuver the capability of the Image Generator or the (reference—14 CFR 91.175(e)).

display system used. These systems are: f. At the request of the TPAA, the respon- (1) Early CGI visual systems that are ex- sible Flight Standards office may assess a cepted from the requirement of including device to determine if it is capable of simu- runway numbers as a part of the specific lating certain training activities in a spon- runway marking requirements are: sor’s training program, such as a portion of (a) Link NVS and DNVS.

a Line Oriented Flight Training (LOFT) sce- nario. Unless directly related to a require- (b) Novoview 2500 and 6000.

ment for the qualification level, the results (c) FlightSafety VITAL series up to, and of such an evaluation would not affect the including, VITAL III, but not beyond.

qualification level of the simulator. How- (d) Redifusion SP1, SP1T, and SP2.

Federal Aviation Administration, DOT Pt. 60, App. A

(2) Early CGI visual systems are excepted generating blue lights. These systems are from the requirement of including runway not required to have accurate taxi-way edge numbers unless the runways are used for lighting: LOFT training sessions. These LOFT airport (a) Redifusion SP1.

models require runway numbers but only for (b) FlightSafety Vital IV.

the specific runway end (one direction) used (c) Link-Miles Image II and Image IIT in the LOFT session. The systems required (d) XKD displays (even though the XKD to display runway numbers only for LOFT image generator is capable of generating scenes are: blue colored lights, the display cannot ac- (a) FlightSafety VITAL IV.

commodate that color).

(b) Redifusion SP3 and SP3T.

(c) Link-Miles Image II.

E ND I NFORMATION (3) The following list of previously quali- fied CGI and display systems are incapable of llllllllllllllllllllllll

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

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14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

T ABLE A3C—F UNCTIONS AND S UBJECTIVE T ESTS QPS requirements Simulator level Additional airport models beyond minimum required for qualification—Class II airport mod- Entry No.

els A B C D This table specifies the minimum airport model content and functionality necessary to add airport models to a simulator’s model library, beyond those necessary for qualification at the stated level, without the necessity of further involvement of the respon- sible Flight Standards office or TPAA.

Begin QPS Requirements 1. .................... Airport model management. The following is the minimum airport model management requirements for simula- tors at Levels A, B, C, and D.

1.a. .......... The direction of strobe lights, approach lights, runway edge lights, visual landing aids, run- X X X X way centerline lights, threshold lights, and touchdown zone lights on the ‘‘in-use’’ runway must be replicated.

2. .................... Visual feature recognition. The following are the minimum distances at which runway features must be visible for simulators at Levels A, B, C, and D. Distances are measured from runway threshold to an airplane aligned with the runway on an extended 3 ° glide-slope in simulated meteorological conditions that recreate the min- imum distances for visibility. For circling approaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing.

2.a. .......... Runway definition, strobe lights, approach lights, and runway edge white lights from 5 sm X X X X (8 km) from the runway threshold.

2.b. .......... Visual Approach Aid lights (VASI or PAPI) from 5 sm (8 km) from the runway threshold ..... X X 2.c. .......... Visual Approach Aid lights (VASI or PAPI) from 3 sm (5 km) from the runway threshold ..... X X 2.d. .......... Runway centerline lights and taxiway definition from 3 sm (5 km) from the runway thresh- X X X X old.

2.e. .......... Threshold lights and touchdown zone lights from 2 sm (3 km) from the runway threshold ... X X X X 2.f. ........... Runway markings within range of landing lights for night scenes and as required by the X X X X surface resolution requirements on day scenes.

2.g. .......... For circling approaches, the runway of intended landing and associated lighting must fade X X X X into view in a non-distracting manner.

3. .................... Airport model content. The following prescribes the minimum requirements for what must be provided in an air- port model and identifies other aspects of the airport environment that must correspond with that model for sim- ulators at Levels A, B, C, and D. The detail must be developed using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material; however, this does not require that airport models contain details that are beyond the designed capability of the currently qualified visual system. For circling approaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing. Only one ‘‘primary’’ taxi route from parking to the runway end will be required for each ‘‘in-use’’ runway.

3.a. .......... The surface and markings for each ‘‘in-use’’ runway: 3.a.1. Threshold markings .................................................................................................................. X X X X 3.a.2. Runway numbers ...................................................................................................................... X X X X 3.a.3. Touchdown zone markings ....................................................................................................... X X X X 3.a.4. Fixed distance markings ........................................................................................................... X X X X 3.a.5. Edge markings .......................................................................................................................... X X X X 3.a.6. Centerline stripes ...................................................................................................................... X X X X 3.b. .......... The lighting for each ‘‘in-use’’ runway 3.b.1. Threshold lights ........................................................................................................................ X X X X 3.b.2. Edge lights ................................................................................................................................ X X X X 3.b.3. End lights .................................................................................................................................. X X X X 3.b.4. Centerline lights ........................................................................................................................ X X X X

Federal Aviation Administration, DOT Pt. 60, App. A

T ABLE A3C—F UNCTIONS AND S UBJECTIVE T ESTS—Continued QPS requirements Simulator level Additional airport models beyond minimum required for qualification—Class II airport mod- Entry No.

els A B C D 3.b.5. Touchdown zone lights, if appropriate ..................................................................................... X X X X 3.b.6. Leadoff lights, if appropriate ..................................................................................................... X X X X 3.b.7. Appropriate visual landing aid(s) for that runway ..................................................................... X X X X 3.b.8. Appropriate approach lighting system for that runway ............................................................. X X X X 3.c. .......... The taxiway surface and markings associated with each ‘‘in-use’’ runway: 3.c.1. Edge .......................................................................................................................................... X X X X 3.c.2. Centerline .................................................................................................................................. X X X X 3.c.3. Runway hold lines .................................................................................................................... X X X X 3.c.4. ILS critical area markings ......................................................................................................... X X X X 3.d. .......... The taxiway lighting associated with each ‘‘in-use’’ runway: 3.d.1. Edge .......................................................................................................................................... X X 3.d.2. Centerline .................................................................................................................................. X X X X 3.d.3. Runway hold and ILS critical area lights .................................................................................. X X X X 4. .................... Required model correlation with other aspects of the airport environment simulation The following are the minimum model correlation tests that must be conducted for simulators at Levels A, B, C, and D.

4.a. .......... The airport model must be properly aligned with the navigational aids that are associated X X X X with operations at the ‘‘in-use’’ runway.

4.b. .......... Slopes in runways, taxiways, and ramp areas, if depicted in the visual scene, must not X X X X cause distracting or unrealistic effects.

5. .................... Correlation with airplane and associated equipment. The following are the minimum correlation comparisons that must be made for simulators at Levels A, B, C, and D.

5.a. ............. Visual system compatibility with aerodynamic programming ................................................... X X X X 5.b. .......... Accurate portrayal of environment relating to flight simulator attitudes ................................... X X X X 5.c. .......... Visual cues to assess sink rate and depth perception during landings ................................... X X X 5.d. .......... Visual effects for each visible, own-ship, airplane external light(s) ......................................... X X X 6. .................... Scene quality. The following are the minimum scene quality tests that must be conducted for simulators at Lev- els A, B, C, and D.

6.a. .......... Surfaces and textural cues must be free of apparent and distracting quantization (aliasing) X X 6.b. ................. Correct color and realistic textural cues ................................................................................... X X 6.c. ................. Light points free from distracting jitter, smearing or streaking ................................................. X X X X 7. .................... Instructor controls of the following: The following are the minimum instructor controls that must be available in simulators at Levels A, B, C, and D.

7.a. .......... Environmental effects, e.g., cloud base (if used), cloud effects, cloud density, visibility in X X X X statute miles/kilometers and RVR in feet/meters.

7.b. .......... Airport selection ........................................................................................................................ X X X X 7.c. .......... Airport lighting including variable intensity ............................................................................... X X X X 7.d. .......... Dynamic effects including ground and flight traffic .................................................................. X X

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

T ABLE A3C—F UNCTIONS AND S UBJECTIVE T ESTS—Continued QPS requirements Simulator level Additional airport models beyond minimum required for qualification—Class II airport mod- Entry No.

els A B C D End QPS Requirements Begin Information 8. .................... Sponsors are not required to provide every detail of a runway, but the detail that is pro- X X X X vided must be correct within the capabilities of the system.

End Information

Federal Aviation Administration, DOT Pt. 60, App. A

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

Federal Aviation Administration, DOT Pt. 60, App. A

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

Federal Aviation Administration, DOT Pt. 60, App. A

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

Federal Aviation Administration, DOT Pt. 60, App. A

T ABLE A3E—F UNCTIONS AND S UBJECTIVE T ESTS QPS Requirements Simulator level Entry No. Sound system A B C D The following checks are performed during a normal flight profile with motion system ON.

1. ............... Precipitation .................................................................................................................................... X X 2. ............... Rain removal equipment. ............................................................................................................... X X 3. ............... Significant airplane noises perceptible to the pilot during normal operations ............................... X X 4. ............... Abnormal operations for which there are associated sound cues including, engine malfunc- X X tions, landing gear/tire malfunctions, tail and engine pod strike and pressurization malfunc- tion.

5. ............... Sound of a crash when the flight simulator is landed in excess of limitations ............................. X X

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

Federal Aviation Administration, DOT Pt. 60, App. A

T ABLE A3G—F UNCTIONS AND S UBJECTIVE TESTS QPS Requirements Simulator level Entry No. Special effects A B C D Functions in this table are subject to evaluation only if appropriate for the airplane and/or the system is installed on the specific simulator.

1. ............... Simulator Power Switch(es) ........................................................................................................... X X X X 2. ............... Airplane conditions 2.a. .... Gross weight, center of gravity, fuel loading and allocation .......................................................... X X X X 2.b. .... Airplane systems status ................................................................................................................. X X X X 2.c. ..... Ground crew functions (e.g., ext. power, push back) .................................................................... X X X X 3. ............... Airports 3.a. .... Number and selection .................................................................................................................... X X X X 3.b. .... Runway selection ........................................................................................................................... X X X X 3.c. ..... Runway surface condition (e.g., rough, smooth, icy, wet) ............................................................ X X 3.d. .... Preset positions (e.g., ramp, gate, #1 for takeoff, takeoff position, over FAF) ............................. X X X X 3.e. .... Lighting controls ............................................................................................................................. X X X X 4. ............... Environmental controls 4.a ..... Visibility (statute miles (kilometers)) .............................................................................................. X X X X 4.b. .... Runway visual range (in feet (meters)) ......................................................................................... X X X X 4.c. ..... Temperature ................................................................................................................................... X X X X 4.d. .... Climate conditions (e.g., ice, snow, rain) ....................................................................................... X X X X 4.e. .... Wind speed and direction .............................................................................................................. X X X X 4.f. ..... Windshear ...................................................................................................................................... X X 4.g. .... Clouds (base and tops) .................................................................................................................. X X X X 5. ............... Airplane system malfunctions (Inserting and deleting malfunctions into the simulator) ............... X X X X 6. ............... Locks, Freezes, and Repositioning 6.a. .... Problem (all) freeze/release ........................................................................................................... X X X X 6.b. .... Position (geographic) freeze/release ............................................................................................. X X X X 6.c. ..... Repositioning (locations, freezes, and releases) ........................................................................... X X X X 6.d. .... Ground speed control .................................................................................................................... X X X X 7. ............... Remote IOS ................................................................................................................................... X X X X 8. ............... Sound Controls. On/off/adjustment ................................................................................................ X X X X 9. ............... Motion/Control Loading System 9.a. .... On/off/emergency stop ................................................................................................................... X X X X 10. ............. Observer Seats/Stations. Position/Adjustment/Positive restraint system ...................................... X X X X

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

llllllllllllllllllllllll (c) Flight Crew Operating Manuals.

(d) Performance Data for Different Fields.

B EGIN INFORMATION (e) Crew Training Manual.

(f) Normal/Abnormal/Emergency Check- 1. I NTRODUCTION lists.

a. The following is an example test sched- (3) Simulator External Checks.

ule for an Initial/Upgrade evaluation that (a) Appearance and Cleanliness.

covers the majority of the requirements set (b) Stairway/Access Bridge.

out in the Functions and Subjective test re- (c) Emergency Rope Ladders.

quirements. It is not intended that the (d) ‘‘Motion On’’/‘‘Flight in Progress’’ schedule be followed line by line, rather, the Lights.

example should be used as a guide for pre- (4) Simulator Internal Checks.

paring a schedule that is tailored to the air- (a) Cleaning/Disinfecting Towels (for clean- plane, sponsor, and training task. ing oxygen masks).

b. Functions and subjective tests should be (b) Flight deck Layout (compare with dif- planned. This information has been orga- ference list).

nized as a reference document with the con- (5) Equipment.

siderations, methods, and evaluation notes (a) Quick Donning Oxygen Masks.

for each individual aspect of the simulator (b) Head Sets.

task presented as an individual item. In this (c) Smoke Goggles.

way the evaluator can design his or her own (d) Sun Visors.

test plan, using the appropriate sections to (e) Escape Rope.

provide guidance on method and evaluation (f) Chart Holders.

criteria. Two aspects should be present in (g) Flashlights.

any test plan structure: (h) Fire Extinguisher (inspection date).

(1) An evaluation of the simulator to deter- (i) Crash Axe.

mine that it replicates the aircraft and per- (j) Gear Pins.

forms reliably for an uninterrupted period c. Power Supply and APU Start Checks equivalent to the length of a typical training session.

(1) Batteries and Static Inverter.

(2) The simulator should be capable of op- (2) APU Start with Battery.

erating reliably after the use of training de- (3) APU Shutdown using Fire Handle.

vice functions such as repositions or mal- (4) External Power Connection.

functions.

(5) APU Start with External Power.

c. A detailed understanding of the training (6) Abnormal APU Start/Operation.

task will naturally lead to a list of objec- tives that the simulator should meet. This d. Flight deck Checks list will form the basis of the test plan. Addi- (1) Flight deck Preparation Checks.

tionally, once the test plan has been formu- (2) FMC Programming.

lated, the initial conditions and the evalua- (3) Communications and Navigational Aids tion criteria should be established. The eval- Checks.

uator should consider all factors that may have an influence on the characteristics ob- e. Engine Start served during particular training tasks in (1) Before Start Checks.

order to make the test plan successful.

(2) Battery start with Ground Air Supply 2. E VENTS Unit.

(3) Engine Crossbleed Start.

a. Initial Conditions (4) Normal Engine Start.

(5) Abnormal Engine Starts.

(1) Airport.

(6) Engine Idle Readings.

(2) QNH.

(7) After Start Checks.

(3) Temperature.

(4) Wind/Crosswind.

f. Taxi Checks (5) Zero Fuel Weight /Fuel/Gross Weight /Center of Gravity.

(1) Pushback/Powerback.

(2) Taxi Checks.

b. Initial Checks (3) Ground Handling Check: (a) Power required to initiate ground roll.

(1) Documentation of Simulator.

(b) Thrust response.

(a) Simulator Acceptance Test Manuals.

(c) Nosewheel and Pedal Steering.

(b) Simulator Approval Test Guide.

(d) Nosewheel Scuffing.

(c) Technical Logbook Open Item List.

(e) Perform 180 degree turns.

(d) Daily Functional Pre-flight Check.

(2) Documentation of User/Carrier Flight (f) Brakes Response and Differential Brak- Logs. ing using Normal, Alternate and Emergency.

(a) Simulator Operating/Instructor Man- (g) Brake Systems.

ual. (h) Eye height and fore/aft position.

(b) Difference List (Aircraft/Simulator). (4) Runway Roughness.

Federal Aviation Administration, DOT Pt. 60, App. A

g. Visual Scene—Ground Assessment. Select 3 (iii) Groundspeed effects.

different airport models and perform the fol- (iv) Engine sounds.

lowing checks with Day, Dusk and Night se- (v) Nosewheel and rudder pedal steering.

lected, as appropriate: (b) During and after rotation, check the (1) Visual Controls. following: (a) Daylight, Dusk, Night Scene Controls. (i) Rotation characteristics.

(b) Flight deck ‘‘Daylight’’ ambient light- (ii) Column force during rotation.

ing. (iii) Gear uplock sounds/bumps.

(c) Environment Light Controls. (iv) Effect of slat/flap retraction during (d) Runway Light Controls. climbout.

(e) Taxiway Light Controls. (6) Crosswind Takeoff (check the fol- (2) Airport Model Content. lowing): (a) Ramp area for buildings, gates, (a) Tendency to turn into or out of the airbridges, maintenance ground equipment, wind.

parked aircraft. (b) Tendency to lift upwind wing as air- (b) Daylight shadows, night time light speed increases.

pools. (7) Windshear during Takeoff (check the (c) Taxiways for correct markings, taxi- following): way/runway, marker boards, CAT I and II/III (a) Controllable during windshear encoun- hold points, taxiway shape/grass areas, taxi- ter.

way light (positions and colors).

(b) Performance adequate when using cor- (d) Runways for correct markings, lead-off rect techniques.

lights, boards, runway slope, runway light (c) Windshear Indications satisfactory.

positions, and colors, directionality of run- (d) Motion cues satisfactory (particularly way lights.

turbulence).

(e) Airport environment for correct terrain (8) Normal Takeoff with Control Malfunc- and significant features.

tion.

(f) Visual scene quantization (aliasing), (9) Low Visibility T/O (check the fol- color, and occulting levels.

lowing): (3) Ground Traffic Selection.

(a) Visual cues.

(4) Environment Effects.

(b) Flying by reference to instruments.

(a) Low cloud scene.

(c) SID Guidance on LNAV.

(i) Rain: i. Climb Performance. Select one or several (A) Runway surface scene.

of the following test cases: (B) Windshield wiper—operation and sound.

(1) Normal Climb—Climb while maintain- (ii) Hail: ing recommended speed profile and note fuel, (A) Runway surface scene.

distance and time.

(B) Windshield wiper—operation and sound.

(2) Single Engine Climb—Trim aircraft in a (b) Lightning/thunder.

zero wheel climb at V2.

(c) Snow/ice runway surface scene.

NOTE : Up to 5 ° bank towards the operating (d) Fog.

engine(s) is permissible. Climb for 3 minutes h. Takeoff. Select one or several of the fol- and note fuel, distance, and time. Increase lowing test cases: speed toward en route climb speed and re- (1) T/O Configuration Warnings.

tract flaps. Climb for 3 minutes and note (2) Engine Takeoff Readings.

fuel, distance, and time.

(3) Rejected Takeoff (Dry/Wet/Icy Runway) j. Systems Operation During Climb.

and check the following: Check normal operation and malfunctions (a) Autobrake function.

as appropriate for the following systems: (b) Anti-skid operation.

(1) Air conditioning/Pressurization/Ven- (c) Motion/visual effects during decelera- tilation.

tion.

(2) Autoflight.

(d) Record stopping distance (use runway (3) Communications.

plot or runway lights remaining).

(4) Electrical.

Continue taxiing along the runway while (5) Fuel.

applying brakes and check the following: (6) Icing Systems.

(e) Center line lights alternating red/white (7) Indicating and Recording Systems.

for 2000 feet/600 meters.

(8) Navigation/FMS.

(f) Center line lights all red for 1000 feet/300 (9) Pneumatics.

meters.

k. Cruise Checks. Select one or several of (g) Runway end, red stop bars.

the following test cases: (h) Braking fade effect.

(1) Cruise Performance.

(i) Brake temperature indications.

(4) Engine Failure between VI and V2. (2) High Speed/High Altitude Handling (5) Normal Takeoff: (check the following): (a) During ground roll check the following: (a) Overspeed warning.

(i) Runway rumble. (b) High Speed buffet.

(ii) Acceleration cues. (c) Aircraft control satisfactory.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

(d) Envelope limiting functions on Com- (a) Weather radar controls.

puter Controlled Aircraft. (b) Weather radar operation.

Reduce airspeed to below level flight buffet (c) Visual scene corresponds with WXR onset speed, start a turn, and check the fol- pattern.

lowing: (Fly through storm center, and check the (e) High Speed buffet increases with G following:) loading. (d) Aircraft enters cloud.

Reduce throttles to idle and start descent, (e) Aircraft encounters representative tur- deploy the speedbrake, and check the fol- bulence.

lowing: (f) Rain/hail sound effects evident.

(f) Speedbrake indications. As aircraft leaves storm area, check the fol- (g) Symmetrical deployment. lowing: (h) Airframe buffet. (g) Storm effects disappear.

(i) Aircraft response hands off. (6) TCAS (check the following:) (3) Yaw Damper Operation. Switch off yaw (a) Traffic appears on visual display.

dampers and autopilot. Initiate a Dutch roll (b) Traffic appears on TCAS display(s).

and check the following: As conflicting traffic approaches, take rel- (a) Aircraft dynamics.

evant avoiding action, and check the fol- (b) Simulator motion effects.

lowing: Switch on yaw dampers, re-initiate a (c) Visual and TCAS system displays.

Dutch roll and check the following: n. Approach and Landing. Select one or sev- (c) Damped aircraft dynamics.

eral of the following test cases while moni- (4) APU Operation.

toring flight control and hydraulic systems (5) Engine Gravity Feed.

for normal operation and with malfunctions (6) Engine Shutdown and Driftdown Check: selected: FMC operation Aircraft performance. (1) Flaps/Gear Normal Operation. Check (7) Engine Relight.

the following: l. Descent. Select one of the following test (a) Time for extension/retraction.

cases: (b) Buffet characteristics.

(1) Normal Descent. Descend while main- (2) Normal Visual Approach and Landing.

taining recommended speed profile and note Fly a normal visual approach and land- fuel, distance and time.

ing—check the following: (2) Cabin Depressurization/Emergency De- (a) Aircraft handling.

scent.

(b) Spoiler operation.

m. Medium Altitude Checks. Select one or (c) Reverse thrust operation.

several of the following test cases: (d) Directional control on the ground.

(1) High Angle of Attack/Stall. Trim the (e) Touchdown cues for main and aircraft at 1.4 Vs, establish 1 kt/sec decel- nosewheel.

eration rate, and check the following— (f) Visual cues.

(a) System displays/operation satisfactory. (g) Motion cues.

(b) Handling characteristics satisfactory. (h) Sound cues.

(c) Stall and Stick shaker speed. (i) Brake and anti-skid operation.

(d) Buffet characteristics and onset speed. (3) Flaps/Gear Abnormal Operation or with (e) Envelope limiting functions on Com- hydraulic malfunctions.

puter Controlled Aircraft.

(4) Abnormal Wing Flaps/Slats Landing.

Recover to straight and level flight and (5) Manual Landing with Control Malfunc- check the following: tion.

(f) Handling characteristics satisfactory.

(a) Aircraft handling.

(2) Turning Flight. Roll aircraft to left, es- (b) Radio aids and instruments.

tablish a 30 ° to 45 ° bank angle, and check the (c) Airport model content and cues.

following: (d) Motion cues.

(a) Stick force required, satisfactory. (e) Sound cues.

(b) Wheel requirement to maintain bank (6) Non-precision Approach—All Engines angle. Operating.

(c) Slip ball response, satisfactory. (a) Aircraft handling.

(d) Time to turn 180 ° . (b) Radio Aids and instruments.

Roll aircraft from 45 ° bank one way to 45 ° (c) Airport model content and cues.

bank the opposite direction while maintain- (d) Motion cues.

ing altitude and airspeed—check the fol- (e) Sound cues.

lowing: (7) Circling Approach.

(e) Controllability during maneuver. (a) Aircraft handling.

(3) Degraded flight controls. (c) Radio Aids and instruments.

(4) Holding Procedure (check the fol- (d) Airport model content and cues.

lowing:) (e) Motion cues.

(a) FMC operation. (f) Sound cues.

(b) Autopilot auto thrust performance. (8) Non-precision Approach—One Engine (5) Storm Selection (check the following:) Inoperative.

Federal Aviation Administration, DOT Pt. 60, App. A

(a) Aircraft handling. (sm)/8-kilometers (km) out and on the glide (b) Radio Aids and instruments. slope. Check the following: (c) Airport model content and cues. (3) Airport model content.

(d) Motion cues. (a) Airfield features.

(e) Sound cues. (b) Approach lights.

(c) Runway definition.

(9) One Engine Inoperative Go-around.

(a) Aircraft handling. (d) Runway definition.

(b) Radio Aids and instruments. (e) Runway edge lights and VASI lights.

(c) Airport model content and cues. (f) Strobe lights.

(d) Motion cues. Release flight freeze. Continue flying the (e) Sound cues. approach with NP engaged. Select flight (10) CAT I Approach and Landing with raw- freeze when aircraft is 3 sm/5 km out and on data ILS. the glide slope. Check the following: (a) Aircraft handling. (4) Airport model Content.

(b) Radio Aids and instruments. (a) Runway centerline light.

(c) Airport model content and cues. (b) Taxiway definition and lights.

Release flight freeze and continue flying (d) Motion cues.

the approach with A/P engaged. Select flight (e) Sound cues.

freeze when aircraft is 2 sm/3 km out and on (11) CAT I Approach and Landing with the glide slope. Check the following: Limiting Crosswind.

(5) Airport model content.

(a) Aircraft handling.

(a) Runway threshold lights.

(b) Radio Aids and instruments.

(c) Airport model content and cues. (b) Touchdown zone lights.

(d) Motion cues. At 200 ft radio altitude and still on glide (e) Sound cues. slope, select Flight Freeze. Check the fol- (12) CAT I Approach with Windshear. lowing: Check the following: (6) Airport model content.

(a) Controllable during windshear encoun- (a) Runway markings.

ter. Set the weather to Category I conditions and check the following: (b) Performance adequate when using cor- (7) Airport model content.

rect techniques.

(a) Visual ground segment.

(c) Windshear indications/warnings.

Set the weather to Category II conditions, (d) Motion cues (particularly turbulence).

release Flight Freeze, re-select Flight Freeze (13) CAT II Approach and Automatic Go- at 100 feet radio altitude, and check the fol- Around.

lowing: (14) CAT III Approach and Landing—Sys- (8) Airport model content.

tem Malfunctions.

(a) Visual ground segment.

(15) CAT III Approach and Landing—1 En- gine Inoperative. Select night/dusk (twilight) conditions and (16) GPWS evaluation. check the following: o. Visual Scene—In-Flight Assessment. (9) Airport model content.

Select three (3) different visual models and (a) Runway markings visible within land- perform the following checks with ‘‘day,’’ ing light lobes.

‘‘dusk,’’ and ‘‘night’’ (as appropriate) se- Set the weather to Category III conditions, lected. Reposition the aircraft at or below release Flight Freeze, re-select Flight Freeze 2000 feet within 10 nm of the airfield. Fly the at 50 feet radio altitude and check the fol- aircraft around the airport environment and lowing: assess control of the visual system and (10) Airport model content.

evaluate the Airport model content as de- (a) Visual ground segment.

scribed below: Set WX to a typical ‘‘missed approach?

(1) Visual Controls. weather condition, release Flight Freeze, re- (a) Daylight, Dusk, Night Scene Controls. select Flight Freeze at 15 feet radio altitude, (b) Environment Light Controls. and check the following: (c) Runway Light Controls. (11) Airport model content.

(d) Taxiway Light Controls. (a) Visual ground segment.

(e) Approach Light Controls. When on the ground, stop the aircraft. Set (2) Airport model Content. 0 feet RVR, ensure strobe/beacon tights are (a) Airport environment for correct terrain switched on and check the following: and significant features. (12) Airport model content.

(b) Runways for correct markings, runway (a) Visual effect of strobe and beacon.

slope, directionality of runway lights. Reposition to final approach, set weather (c) Visual scene for quantization (aliasing), to ‘‘Clear,’’ continue approach for an auto- color, and occulting. matic landing, and check the following: Reposition the aircraft to a long, final ap- (13) Airport model content.

proach for an ‘‘ILS runway.’’ Select flight (a) Visual cues during flare to assess sink freeze when the aircraft is 5-statute miles rate.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

(b) Visual cues during flare to assess Depth (b) Parking brake operation satisfactory.

perception.

(3) Shutdown Checks.

(c) Flight deck height above ground.

q. Crash Function.

After Landing Operations.

(1) Gear-up Crash.

(1) After Landing Checks.

(2) Excessive rate of descent Crash.

(2) Taxi back to gate. Check the following: (3) Excessive bank angle Crash.

(a) Visual model satisfactory.

Federal Aviation Administration, DOT Pt. 60, App. A

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

Federal Aviation Administration, DOT Pt. 60, App. A

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

Federal Aviation Administration, DOT Pt. 60, App. A

A TTACHMENT 4 TO A PPENDIX A TO P ART 60— F IGURE A4D—S AMPLE Q UALIFICATION T EST G UIDE COVER P AGE INFORMATION

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

Federal Aviation Administration, DOT Pt. 60, App. A

A TTACHMENT 4 TO A PPENDIX A TO P ART 60— F IGURE A4E—S AMPLE S TATEMENT OF QUALI - FICATION —C ERTIFICATE INFORMATION

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

Federal Aviation Administration, DOT Pt. 60, App. A

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

Federal Aviation Administration, DOT Pt. 60, App. A

A TTACHMENT 4 TO A PPENDIX A TO P ART 60—F IGURE A4H [R ESERVED ]

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

A TTACHMENT 5 TO A PPENDIX A TO P ART 60— b. For simulators without windshear warn- S IMULATOR Q UALIFICATION R EQUIREMENTS ing, caution, or guidance hardware in the FOR W INDSHEAR T RAINING P ROGRAM U SE original equipment, the SOC must also state that the simulation of the added hardware llllllllllllllllllllllll and/or software, including associated flight deck displays and annunciations, replicates B EGIN QPS R EQUIREMENTS the system(s) installed in the airplane. The 1. A PPLICABILITY statement must be accompanied by a block diagram depicting the input and output sig- This attachment applies to all simulators, nal flow, and comparing the signal flow to regardless of qualification level, that are the equipment installed in the airplane.

used to satisfy the training requirements of an FAA-approved low-altitude windshear 3. M ODELS flight training program, or any FAA-ap- proved training program that addresses The windshear models installed in the sim- windshear encounters.

ulator software used for the qualification evaluation must do the following: 2. S TATEMENT OF C OMPLIANCE AND C APABILITY a. Provide cues necessary for recognizing (SOC) windshear onset and potential performance a. The sponsor must submit an SOC con- degradation requiring a pilot to initiate re- firming that the aerodynamic model is based covery procedures. The cues must include all on flight test data supplied by the airplane of the following, as appropriate for the por- manufacturer or other approved data pro- tion of the flight envelope: vider. The SOC must also confirm that any (1) Rapid airspeed change of at least ± 15 change to environmental wind parameters, knots (kts).

including variances in those parameters for (2) Stagnation of airspeed during the take- windshear conditions, once inserted for com- off roll.

putation, result in the correct simulated per- (3) Rapid vertical speed change of at least formance. This statement must also include ± 500 feet per minute (fpm).

examples of environmental wind parameters (4) Rapid pitch change of at least ± 5 ° .

currently evaluated in the simulator (such as crosswind takeoffs, crosswind approaches, b. Be adjustable in intensity (or other pa- and crosswind landings). rameter to achieve an intensity effect) to at

Federal Aviation Administration, DOT Pt. 60, App. A

least two (2) levels so that upon encoun- (4) Indicated or radio altitude.

tering the windshear the pilot may identify (5) Angle of attack.

its presence and apply the recommended pro- (6) Elevator position.

cedures for escape from such a windshear.

(7) Engine data (thrust, N1, or throttle po- (1) If the intensity is lesser, the perform- sition).

ance capability of the simulated airplane in (8) Wind magnitudes (simple windshear the windshear permits the pilot to maintain model assumed).

a satisfactory flightpath; and b. These recordings must be initiated at (2) If the intensity is greater, the perform- least 10 seconds prior to the initiation point, ance capability of the simulated airplane in and continued until recovery is complete or the windshear does not permit the pilot to ground contact is made.

maintain a satisfactory flightpath (crash).

Note: The means used to accomplish the 6. E QUIPMENT INSTALLATION AND O PERATION ‘‘nonsurvivable’’ scenario of paragraph 3.b.(2) of this attachment, that involve operational All windshear warning, caution, or guid- elements of the simulated airplane, must re- ance hardware installed in the simulator flect the dispatch limitations of the air- must operate as it operates in the airplane.

plane.

For example, if a rapidly changing wind c. Be available for use in the FAA-approved speed and/or direction would have caused a windshear flight training program.

windshear warning in the airplane, the simu- lator must respond equivalently without in- 4. D EMONSTRATIONS structor/evaluator intervention.

a. The sponsor must identify one surviv- 7. Q UALIFICATION T EST G UIDE able takeoff windshear training model and one survivable approach windshear training a. All QTG material must be forwarded to model. The wind components of the surviv- the responsible Flight Standards office.

able models must be presented in graphical b. A simulator windshear evaluation will format so that all components of the be scheduled in accordance with normal pro- windshear are shown, including initiation cedures. Continuing qualification evaluation point, variance in magnitude, and time or schedules will be used to the maximum ex- distance correlations. The simulator must be tent possible.

operated at the same gross weight, airplane c. During the on-site evaluation, the eval- configuration, and initial airspeed during the uator will ask the operator to run the per- takeoff demonstration (through calm air and formance tests and record the results. The through the first selected survivable results of these on-site tests will be com- windshear), and at the same gross weight, pared to those results previously approved airplane configuration, and initial airspeed and placed in the QTG or MQTG, as appro- during the approach demonstration (through priate.

calm air and through the second selected d. QTGs for new (or MQTGs for upgraded) survivable windshear).

b. In each of these four situations, at an simulators must contain or reference the in- ‘‘initiation point’’ (i.e., where windshear formation described in paragraphs 2, 3, 4, and onset is or should be recognized), the rec- 5 of this attachment.

ommended procedures for windshear recov- END QPS R EQUIREMENTS ery are applied and the results are recorded as specified in paragraph 5 of this attach- llllllllllllllllllllllll ment.

c. These recordings are made without in- B EGIN INFORMATION serting programmed random turbulence.

Turbulence that results from the windshear 8. S UBJECTIVE E VALUATION model is to be expected, and no attempt may The responsible Flight Standards office be made to neutralize turbulence from this will fly the simulator in at least two of the source.

available windshear scenarios to subjectively d. The definition of the models and the re- evaluate simulator performance as it en- sults of the demonstrations of all four?(4) counters the programmed windshear condi- cases described in paragraph 4.a of this at- tions.

tachment, must be made a part of the MQTG. a. One scenario will include parameters that enable the pilot to maintain a satisfac- 5. R ECORDING P ARAMETERS tory flightpath.

b. One scenario will include parameters a. In each of the four MQTG cases, an elec- that will not enable the pilot to maintain a tronic recording (time history) must be made satisfactory flightpath (crash).

of the following parameters: (1) Indicated or calibrated airspeed. c. Other scenarios may be examined at the (2) Indicated vertical speed. responsible Flight Standards office’s discre- (3) Pitch attitude. tion.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

9. Q UALIFICATION B ASIS gram under Part 63, Appendix C, for flight engineers, and The addition of windshear programming to b. Evaluated and issued an SOQ for a spe- a simulator in order to comply with the cific FSTD level.

qualification for required windshear training 2. FFSs also require the installation of a does not change the original qualification visual system that is capable of providing an basis of the simulator.

out-of-the-flight-deck view of airport mod- els. However, historically these airport mod- 10. D EMONSTRATION R EPEATABILITY els were not routinely evaluated or required For the purposes of demonstration repeat- to meet any standardized criteria. This has ability, it is recommended that the simu- led to qualified simulators containing air- lator be flown by means of the simulator’s port models being used to meet FAA-ap- autodrive function (for those simulators that proved training, testing, or checking require- have autodrive capability) during the dem- ments with potentially incorrect or inappro- onstrations. priate visual references.

3. To prevent this from occurring in the fu- E ND INFORMATION ture, by May 30, 2009, except for the airport model(s) used to qualify the simulator at the llllllllllllllllllllllll designated level, each certificate holder must assure that each airport model used for A TTACHMENT 6 TO A PPENDIX A TO P ART 60— training, testing, or checking under this FSTD D IRECTIVES A PPLICABLE TO A IRPLANE chapter in a qualified FFS meets the defini- F LIGHT S IMULATORS tion of a Class II or Class III airport model FLIGHT S IMULATION T RAINING D EVICE (FSTD) as defined in Appendix F of this part.

D IRECTIVE 4. These references describe the require- ments for visual scene management and the FSTD Directive 1. Applicable to all Full minimum distances from which runway or Flight Simulators (FFS), regardless of the landing area features must be visible for all original qualification basis and qualification levels of simulator. The airport model must date (original or upgrade), having Class II or provide, for each ‘‘in-use runway’’ or ‘‘in-use Class III airport models available.

landing area,’’ runway or landing area sur- Agency: Federal Aviation Administration face and markings, runway or landing area (FAA), DOT.

lighting, taxiway surface and markings, and Action: This is a retroactive requirement to taxiway lighting. Additional requirements have all Class II or Class III airport models include correlation of the v airport models meet current requirements.

with other aspects of the airport environ- llllllllllllllllllllllll ment, correlation of the aircraft and associ- Summary: Notwithstanding the authoriza- ated equipment, scene quality assessment tion listed in paragraph 13b in Appendices A features, and the control of these models the and C of this part, this FSTD Directive re- instructor must be able to exercise.

quires each certificate holder to ensure that 5. For circling approaches, all require- by May 30, 2009, except for the airport ments of this section apply to the runway model(s) used to qualify the simulator at the used for the initial approach and to the run- designated level, each airport model used by way of intended landing.

the certificate holder’s instructors or eval- 6. The details in these models must be de- uators for training, checking, or testing veloped using airport pictures, construction under this chapter in an FFS, meets the defi- drawings and maps, or other similar data, or nition of a Class II or Class III airport model developed in accordance with published regu- as defined in 14CFR part 60. The completion latory material. However, this FSTD DIREC- of this requirement will not require a report, TIVE 1 does not require that airport models and the method used for keeping instructors contain details that are beyond the initially and evaluators apprised of the airport mod- designed capability of the visual system, as els that meet Class II or Class III require- currently qualified. The recognized limita- ments on any given simulator is at the op- tions to visual systems are as follows: tion of the certificate holder whose employ- a. Visual systems not required to have run- ees are using the FFS, but the method used way numbers as a part of the specific runway must be available for review by the TPAA marking requirements are: for that certificate holder.

(1) Link NVS and DNVS.

Dates: FSTD Directive 1 becomes effective (2) Novoview 2500 and 6000.

on May 30, 2008.

(3) FlightSafety VITAL series up to, and including, VITAL III, but not beyond.

S PECIFIC R EQUIREMENTS : (4) Redifusion SP1, SP1T, and SP2.

1. Part 60 requires that each FSTD be: b. Visual systems required to display run- a. Sponsored by a person holding or apply- way numbers only for LOFT scenes are: ing for an FAA operating certificate under (1) FlightSafety VITAL IV.

Part 119, Part 141, or Part 142, or holding or (2) Redifusion SP3 and SP3T.

applying for an FAA-approved training pro- (3) Link-Miles Image II.

Federal Aviation Administration, DOT Pt. 60, App. A

c. Visual systems not required to have ac- S PECIFIC R EQUIREMENTS curate taxiway edge lighting are: 1. Part 60 requires that each FSTD be: (1) Redifusion SP1.

a. Sponsored by a person holding or apply- (2) FlightSafety Vital IV.

ing for an FAA operating certificate under (3) Link-Miles Image II and Image IIT Part 119, Part 141, or Part 142, or holding or (4) XKD displays (even though the XKD applying for an FAA-approved training pro- image generator is capable of generating gram under Part 63, Appendix C, for flight blue colored lights, the display cannot ac- engineers, and commodate that color).

b. Evaluated and issued a Statement of 7. A copy of this Directive must be filed in Qualification (SOQ) for a specific FSTD the MQTG in the designated FSTD Directive level.

Section, and its inclusion must be annotated 2. The evaluation criteria contained in this on the Index of Effective FSTD Directives Directive is intended to address specific chart. See Attachment 4, Appendices A training tasks that require additional eval- through D for a sample MQTG Index of Effec- uation to ensure adequate FSTD fidelity.

tive FSTD Directives chart.

3. The requirements described in this Di- rective define additional qualification cri- F LIGHT S IMULATION T RAINING D EVICE (FSTD) teria for specific training tasks that are ap- D IRECTIVE plicable only to those FSTDs that will be FSTD Directive 2. Applicable to all air- utilized to obtain training, testing, or check- plane Full Flight Simulators (FFS), regard- ing credit in an FAA approved flight training less of the original qualification basis and program. In order to obtain additional quali- qualification date (original or upgrade), used fication for the tasks described in this Direc- to conduct full stall training, upset recovery tive, FSTD sponsors must request additional training, airborne icing training, and other qualification in accordance with § 60.16 and flight training tasks as described in this Di- the requirements of this Directive. FSTDs rective.

that are found to meet the requirements of Agency: Federal Aviation Administration this Directive will have their Statement of (FAA), DOT.

Qualification (SOQ) amended to reflect the Action: This is a retroactive requirement additional training tasks that the FSTD has for any FSTD being used to obtain training, been qualified to conduct. The additional testing, or checking credit in an FAA ap- qualification requirements as defined in this proved flight training program for the spe- Directive are divided into the following cific training maneuvers as defined in this training tasks: Directive.

a. Section I—Additional Qualification Re- Summary: Notwithstanding the authoriza- quirements for Full Stall Training Tasks tion listed in paragraph 13b in Appendix A of b. Section II—Additional Qualification Re- this Part, this FSTD Directive requires that quirements for Upset Prevention and Re- each FSTD sponsor conduct additional sub- covery Training Tasks jective and objective testing, conduct re- c. Section III—Additional Qualification Re- quired modifications, and apply for addi- quirements for Engine and Airframe Icing tional FSTD qualification under § 60.16 to Training Tasks support continued qualification of the fol- d. Section IV—Additional Qualification Re- lowing flight training tasks where training, quirements for Takeoff and Landing in testing, or checking credit is being sought in Gusting Crosswinds a selected FSTD being used in an FAA ap- e. Section V—Additional Qualification Re- proved flight training program: quirements for Bounced Landing Recovery a. Recognition of and Recovery from a Full Training Tasks Stall 4. A copy of this Directive (along with all b. Upset Prevention and Recovery required Statements of Compliance and ob- c. Engine and Airframe Icing jective test results) must be filed in the d. Takeoff and Landing with Gusting Cross- MQTG in the designated FSTD Directive winds Section, and its inclusion must be annotated e. Recovery from a Bounced Landing on the Index of Effective FSTD Directives chart. See Attachment 4, Appendix A for a The FSTD sponsor may elect to apply for ad- sample MQTG Index of Effective FSTD Di- ditional qualification for any, all, or none of rectives chart.

the above defined training tasks for a par- ticular FSTD. After March 12, 2019, any ECTION I—E VALUATION R EQUIREMENTS FOR S FSTD used to conduct the above training ULL STALL T RAINING T ASKS F tasks must be evaluated and issued addi- tional qualification by the responsible Flight 1. This section applies to previously quali- Standards office as defined in this Directive.

fied Level C and Level D FSTDs being used Dates: FSTD Directive No. 2 becomes effec- to obtain credit for stall training maneuvers tive on May 31, 2016. beyond the first indication of a stall (such as

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

stall warning system activation, stick shak- c. Objective testing for characteristic mo- er, etc.) in an FAA approved training pro- tion vibrations (Stall buffet—Table A2A, gram. test 3.f.5) is not required where the FSTD’s 2. The evaluation requirements in this Di- stall buffets have been subjectively evalu- rective are intended to validate FSTD fidel- ated by an SME pilot. For previously ity at angles of attack sufficient to identify qualified Level D FSTDs that currently the stall, to demonstrate aircraft perform- have objective stall buffet tests in their ap- ance degradation in the stall, and to dem- proved MQTG, the results of these existing onstrate recovery techniques from a fully tests must be provided to the FAA with the stalled flight condition.

updated stall and stall buffet models in 3. After March 12, 2019, any FSTD being place.

used to obtain credit for full stall training d. As described in Attachment 7 of this Ap- maneuvers in an FAA approved training pro- pendix, the FAA may accept a statement gram must be evaluated and issued addi- of compliance from the data provider tional qualification in accordance with this which confirms the stall characteristics Directive and the following sections of Ap- have been subjectively evaluated by an pendix A of this Part: SME pilot on an engineering simulator or a. Table A1A, General Requirements, Section development simulator that is acceptable 2.m. (High Angle of Attack Modeling) to the FAA. Where this evaluation takes b. Table A1A, General Requirements, Section place on an engineering or development 3.f. (Stick Pusher System) [where applica- simulator, additional objective ‘‘proof-of- ble] match’’ testing for all flight conditions as c. Table A2A, Objective Testing Require- described in tests 2.c.8.a. and 3.f.5.will be ments, Test 2.a.10 (Stick Pusher Force required to verify the implementation of Calibration) [where applicable] the stall model and stall buffets on the d. Table A2A, Objective Testing Require- training FSTD.

ments, Test 2.c.8.a (Stall Characteristics) 5. Where qualification is being sought to e. Table A2A, Objective Testing Require- conduct full stall training tasks in accord- ments, Test 3.f.5 (Characteristic Motion ance with this Directive, the FSTD Sponsor Vibrations—Stall Buffet) [See paragraph 4 must conduct the required evaluations and of this section for applicability on pre- modifications as prescribed in this Directive viously qualified FSTDs] and report compliance to the responsible f. Table A3A, Functions and Subjective Test- Flight Standards office in accordance with ing Requirements, Test 5.b.1.b. (High Angle § 60.23 using the standardized FSTD Sponsor of Attack Maneuvers) Notification Form. At a minimum, this form g. Attachment 7, Additional Simulator Qual- must be accompanied with the following in- ification Requirements for Stall, Upset formation: Prevention and Recovery, and Engine and a. A description of any modifications to the Airframe Icing Training Tasks (High Angle FSTD (in accordance with § 60.23) necessary of Attack Model Evaluation) to meet the requirements of this Directive.

4. For FSTDs initially qualified before May b. Statements of Compliance (High Angle of 31, 2016, including FSTDs that are initially Attack Modeling/Stick Pusher System)— qualified under the grace period conditions See Table A1A, Section 2.m., 3.f., and At- as defined in § 60.15(c): tachment 7 a. Objective testing for stall characteristics c. Statement of Compliance (SME Pilot (Table A2A, test 2.c.8.a.) will only be re- Evaluation)—See Table A1A, Section 2.m.

quired for the (wings level) second segment and Attachment 7 climb and approach or landing flight condi- d. Copies of the required objective test re- tions. In lieu of objective testing for the sults as described above in sections 3.c., high altitude cruise and turning flight 3.d., and 3.e.

stall conditions, these maneuvers may be 6. The responsible Flight Standards office subjectively evaluated by a qualified sub- will review each submission to determine if ject matter expert (SME) pilot and ad- the requirements of this Directive have been dressed in the required statement of com- met and respond to the FSTD Sponsor as de- pliance.

scribed in § 60.23(c). Additional responsible b. Where existing flight test validation data Flight Standards office conducted FSTD in the FSTD’s Master Qualification Test evaluations may be required before the Guide (MQTG) is missing required param- modified FSTD is placed into service. This eters or is otherwise unsuitable to fully meet the objective testing requirements of response, along with any noted restrictions, this Directive, the FAA may accept alter- will serve as interim qualification for full nate sources of validation, including sub- stall training tasks until such time that a jective validation by an SME pilot with di- permanent change is made to the Statement rect experience in the stall characteristics of Qualification (SOQ) at the FSTD’s next of the aircraft. scheduled evaluation.

Federal Aviation Administration, DOT Pt. 60, App. A

S ECTION II—E VALUATION R EQUIREMENTS FOR fice in accordance with § 60.23 using the U PSET P REVENTION AND R ECOVERY T RAIN - standardized FSTD Sponsor Notification ING T ASKS Form. At a minimum, this form must be ac- companied with the following information: 1. This section applies to previously quali- a. A description of any modifications to the fied FSTDs being used to obtain training, FSTD (in accordance with § 60.23) necessary testing, or checking credits for upset preven- to meet the requirements of this Directive.

tion and recovery training tasks (UPRT) as defined in Appendix A, Table A1A, Section b. Statement of Compliance (FSTD Valida- 2.n. of this part. Additionally, FSTDs being tion Envelope)—See Table A1A, Section used for unusual attitude training maneu- 2.n. and Attachment 7 vers that are intended to exceed the param- c. A confirmation statement that the modi- eters of an aircraft upset must also be evalu- fied FSTD has been subjectively evaluated ated and qualified for UPRT under this sec- by a qualified pilot as described in tion. These parameters include pitch atti- § 60.16(a)(1)(iii).

tudes greater than 25 degrees nose up; pitch 6. The responsible Flight Standards office attitudes greater than 10 degrees nose down, will review each submission to determine if and bank angles greater than 45 degrees.

the requirements of this Directive have been 2. The requirements contained in this sec- met and respond to the FSTD Sponsor as de- tion are intended to define minimum stand- scribed in § 60.23(c). Additional responsible ards for evaluating an FSTD for use in upset Flight Standards office conducted FSTD prevention and recovery training maneuvers evaluations may be required before the that may exceed an aircraft’s normal flight modified FSTD is placed into service. This envelope. These standards include the eval- response, along with any noted restrictions, uation of qualified training maneuvers will serve as an interim qualification for against the FSTD’s validation envelope and upset prevention and recovery training tasks providing the instructor with minimum feed- until such time that a permanent change is back tools for the purpose of determining if made to the Statement of Qualification a training maneuver is conducted within (SOQ) at the FSTD’s next scheduled evalua- FSTD validation limits and the aircraft’s op- tion.

erating limits.

3. This Directive contains additional sub- ECTION III—E VALUATION R EQUIREMENTS FOR S jective testing that exceeds the evaluation NGINE AND A IRFRAME ICING T RAINING T ASKS E requirements of previously qualified FSTDs.

1. This section applies to previously quali- Where aerodynamic modeling data or valida- fied Level C and Level D FSTDs being used tion data is not available or insufficient to to obtain training, testing, or checking cred- meet the requirements of this Directive, the its in maneuvers that demonstrate the ef- responsible Flight Standards office may fects of engine and airframe ice accretion.

limit additional qualification to certain 2. The requirements in this section are in- upset prevention and recovery maneuvers tended to supersede and improve upon exist- where adequate data exists.

ing Level C and Level D FSTD evaluation re- 4. After March 12, 2019, any FSTD being quirements on the effects of engine and air- used to obtain training, testing, or checking frame icing. The requirements define a min- credit for upset prevention and recovery imum level of fidelity required to adequately training tasks in an FAA approved flight simulate the aircraft specific aerodynamic training program must be evaluated and characteristics of an in-flight encounter with issued additional qualification in accordance engine and airframe ice accretion as nec- with this Directive and the following sec- essary to accomplish training objectives.

tions of Appendix A of this part: 3. This Directive contains additional sub- a. Table A1A, General Requirements, Section jective testing that exceeds the evaluation 2.n. (Upset Prevention and Recovery) requirements of previously qualified FSTDs.

b. Table A3A, Functions and Subjective Test- Where aerodynamic modeling data is not ing, Test 5.b.3. (Upset Prevention and Re- available or insufficient to meet the require- covery Maneuvers) ments of this Directive, the responsible c. Attachment 7, Additional Simulator Qual- Flight Standards office may limit qualified ification Requirements for Stall, Upset engine and airframe icing maneuvers where Prevention and Recovery, and Engine and sufficient aerodynamic modeling data exists.

Airframe Icing Training Tasks (Upset Pre- 4. After March 12, 2019, any FSTD being vention and Recovery Training Maneuver used to conduct training tasks that dem- Evaluation) onstrate the effects of engine and airframe 5. Where qualification is being sought to icing must be evaluated and issued addi- conduct upset prevention and recovery train- tional qualification in accordance with this ing tasks in accordance with this Directive, Directive and the following sections of Ap- the FSTD Sponsor must conduct the re- pendix A of this part: quired evaluations and modifications as pre- scribed in this Directive and report compli- a. Table A1A, General Requirements, Section ance to the responsible Flight Standards of- 2.j. (Engine and Airframe Icing)

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

b. Attachment 7, Additional Simulator Qual- and landing training tasks must be evalu- ification Requirements for Stall, Upset ated and issued additional qualification in Prevention and Recovery, and Engine and accordance with this Directive and the fol- Airframe Icing Training Tasks (Engine and lowing sections of Appendix A of this part: Airframe Icing Evaluation; Paragraphs 1, a. Table A1A, General Requirements, Section 2, and 3). Objective demonstration tests of 2.d.3. (Ground Handling Characteristics); engine and airframe icing effects (Attach- b. Table A3A, Functions and Subjective Test- ment 2, Table A2A, test 2.i. of this Appen- ing Requirements, test 3.a.3 (Takeoff, dix) are not required for previously quali- Crosswind—Maximum Demonstrated and fied FSTDs.

Gusting Crosswind); and 5. Where continued qualification is being c. Table A3A, Functions and Subjective Test- sought to conduct engine and airframe icing ing Requirements, test 8.d. (Approach and training tasks in accordance with this Direc- landing with crosswind—Maximum Dem- tive, the FSTD Sponsor must conduct the re- onstrated and Gusting Crosswind).

quired evaluations and modifications as pre- 4. Where qualification is being sought to scribed in this Directive and report compli- conduct gusting crosswind training tasks in ance to the responsible Flight Standards of- accordance with this Directive, the FSTD fice in accordance with § 60.23 using the Sponsor must conduct the required evalua- standardized FSTD Sponsor Notification tions and modifications as prescribed in this Form. At a minimum, this form must be ac- Directive and report compliance to the re- companied with the following information: sponsible Flight Standards office in accord- a. A description of any modifications to the ance with § 60.23 using the standardized FSTD (in accordance with § 60.23) necessary FSTD Sponsor Notification Form. At a min- to meet the requirements of this Directive; imum, this form must be accompanied with b. Statement of Compliance (Ice Accretion the following information: Model)—See Table A1A, Section 2.j., and Attachment 7; and a. A description of any modifications to the c. A confirmation statement that the modi- FSTD (in accordance with § 60.23) necessary fied FSTD has been subjectively evaluated to meet the requirements of this Directive.

by a qualified pilot as described in b. Statement of Compliance (Gusting Cross- § 60.16(a)(1)(iii).

wind Profiles)—See Table A1A, Section 6. The responsible Flight Standards office 2.d.3.

will review each submission to determine if c. A confirmation statement that the modi- the requirements of this Directive have been fied FSTD has been subjectively evaluated met and respond to the FSTD Sponsor as de- by a qualified pilot as described in scribed in § 60.23(c). Additional responsible § 60.16(a)(1)(iii).

Flight Standards office conducted FSTD 5. The responsible Flight Standards office evaluations may be required before the will review each submission to determine if modified FSTD is placed into service. This the requirements of this Directive have been response, along with any noted restrictions, met and respond to the FSTD Sponsor as de- will serve as an interim update to the scribed in § 60.23(c). Additional responsible FSTD’s Statement of Qualification (SOQ) Flight Standards office conducted FSTD until such time that a permanent change is evaluations may be required before the made to the SOQ at the FSTD’s next sched- modified FSTD is placed into service. This uled evaluation.

response, along with any noted restrictions, will serve as an interim qualification for S ECTION IV—E VALUATION R EQUIREMENTS FOR gusting crosswind training tasks until such TAKEOFF AND L ANDING IN G USTING C ROSSWIND time that a permanent change is made to the 1. This section applies to previously quali- Statement of Qualification (SOQ) at the fied FSTDs that will be used to obtain train- FSTD’s next scheduled evaluation.

ing, testing, or checking credits in takeoff and landing tasks in gusting crosswinds as S ECTION V—E VALUATION R EQUIREMENTS FOR part of an FAA approved training program.

B OUNCED L ANDING R ECOVERY T RAINING T ASKS The requirements of this Directive are appli- 1. This section applies to previously quali- cable only to those Level B and higher fied FSTDs that will be used to obtain train- FSTDs that are qualified to conduct takeoff ing, testing, or checking credits in bounced and landing training tasks.

landing recovery as part of an FAA approved 2. The requirements in this section intro- training program. The requirements of this duce new minimum simulator requirements Directive are applicable only to those Level for gusting crosswinds during takeoff and B and higher FSTDs that are qualified to landing training tasks as well as additional conduct takeoff and landing training tasks.

subjective testing that exceeds the evalua- tion requirements of previously qualified 2. The evaluation requirements in this sec- FSTDs. tion are intended to introduce new evalua- 3. After March 12, 2019, any FSTD that is tion requirements for bounced landing recov- used to conduct gusting crosswind takeoff ery training tasks and contains additional

Federal Aviation Administration, DOT Pt. 60, App. A

subjective testing that exceeds the evalua- proach to stall maneuvers where recovery is tion requirements of previously qualified initiated at the first indication of the stall.

FSTDs. The material in this section is intended to 3. After March 12, 2019, any FSTD that is supplement the general requirements, objec- used to conduct bounced landing training tive testing requirements, and subjective tasks must be evaluated and issued addi- testing requirements contained within Ta- tional qualification in accordance with this bles A1A, A2A, and A3A, respectively.

Directive and the following sections of Ap- 2. General Requirements: The require- pendix A of this Part: ments for high angle of attack modeling are intended to evaluate the recognition cues a. Table A1A, General Requirements, Section and performance and handling qualities of a 2.d.2. (Ground Reaction Characteristics) developing stall through the stall identifica- b. Table A3A, Functions and Subjective Test- tion angle-of-attack and recovery. Strict ing Requirements, test 9.e. (Missed Ap- time-history-based evaluations against proach—Bounced Landing) flight test data may not adequately validate 4. Where qualification is being sought to the aerodynamic model in an unsteady and conduct bounced landing training tasks in potentially unstable flight regime, such as accordance with this Directive, the FSTD stalled flight. As a result, the objective test- Sponsor must conduct the required evalua- ing requirements defined in Table A2A do tions and modifications as prescribed in this not prescribe strict tolerances on any param- Directive and report compliance to the re- eter at angles of attack beyond the stall sponsible Flight Standards office in accord- identification angle of attack. In lieu of ance with § 60.23 using the standardized mandating such objective tolerances, a FSTD Sponsor Notification Form. At a min- Statement of Compliance (SOC) will be re- imum, this form must be accompanied with quired to define the source data and methods the following information: used to develop the stall aerodynamic model.

a. A description of any modifications to the 3. Fidelity Requirements: The require- FSTD (in accordance with § 60.23) necessary ments defined for the evaluation of full stall to meet the requirements of this Directive; training maneuvers are intended to provide and the following levels of fidelity: b. A confirmation statement that the modi- a. Airplane type specific recognition cues of fied FSTD has been subjectively evaluated the first indication of the stall (such as the by a qualified pilot as described in stall warning system or aerodynamic stall § 60.16(a)(1)(iii).

buffet); 5. The responsible Flight Standards office b. Airplane type specific recognition cues of will review each submission to determine if an impending aerodynamic stall; and the requirements of this Directive have been c. Recognition cues and handling qualities met and respond to the FSTD Sponsor as de- from the stall break through recovery that scribed in § 60.23(c). Additional responsible are sufficiently exemplar of the airplane Flight Standards office conducted FSTD being simulated to allow successful com- evaluations may be required before the pletion of the stall recovery training tasks.

modified FSTD is placed into service. This For the purposes of stall maneuver evalua- response, along with any noted restrictions, tion, the term ‘‘exemplar’’ is defined as a will serve as an interim qualification for level of fidelity that is type specific of the bounced landing recovery training tasks simulated airplane to the extent that the until such time that a permanent change is training objectives can be satisfactorily ac- made to the Statement of Qualification complished.

(SOQ) at the FSTD’s next scheduled evalua- 4. Statement of Compliance (Aerodynamic tion.

Model): At a minimum, the following must be addressed in the SOC: A TTACHMENT 7 TO A PPENDIX A TO P ART 60— a. Source Data and Modeling Methods: The A DDITIONAL S IMULATOR Q UALIFICATION R E - SOC must identify the sources of data used QUIREMENTS FOR S TALL , U PSET P REVENTION to develop the aerodynamic model. These AND R ECOVERY , AND E NGINE AND A IRFRAME data sources may be from the airplane I CING T RAINING T ASKS original equipment manufacturer (OEM), B EGIN QPS R EQUIREMENTS the original FSTD manufacturer/data pro- vider, or other data provider acceptable to A. High Angle of Attack Model Evaluation the FAA. Of particular interest is a map- (Table A1A, Section 2.m.)

ping of test points in the form of alpha/ 1. Applicability: This attachment applies beta envelope plot for a minimum of flaps to all simulators that are used to satisfy up and flaps down aircraft configurations.

training requirements for stall maneuvers For the flight test data, a list of the types that are conducted at angles of attack be- of maneuvers used to define the aero- yond the activation of the stall warning sys- dynamic model for angle of attack ranges tem. This attachment is not applicable for greater than the first indication of stall those FSTDs that are only qualified for ap- must be provided per flap setting. In cases

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

where it is impractical to develop and vali- viii. Stall buffet; and date a stall model with flight-test data ix. Angle of attack rate effects.

( e.g., due to safety concerns involving the An overview of the methodology used to ad- collection of flight test data past a certain dress these features must be provided.

angle of attack), the data provider is ex- 5. Statement of Compliance (Subject Mat- pected to make a reasonable attempt to de- ter Expert Pilot Evaluation): The sponsor velop a stall model through the required must provide an SOC that confirms the angle of attack range using analytical FSTD has been subjectively evaluated by a methods and empirical data ( e.g., wind-tun- subject matter expert (SME) pilot who is nel data); knowledgeable of the aircraft’s stall charac- b. Validity Range: The FSTD sponsor must teristics. In order to qualify as an acceptable declare the range of angle of attack and SME to evaluate the FSTD’s stall character- sideslip where the aerodynamic model re- istics, the SME must meet the following re- mains valid for training. For stall recovery quirements: training tasks, satisfactory aerodynamic a. Has held a type rating/qualification in the model fidelity must be shown through at aircraft being simulated; least 10 degrees beyond the stall identifica- b. Has direct experience in conducting stall tion angle of attack. For the purposes of maneuvers in an aircraft that shares the determining this validity range, the stall same type rating as the make, model, and identification angle of attack is defined as series of the simulated aircraft. This stall the angle of attack where the pilot is given experience must include hands on manipu- a clear and distinctive indication to cease lation of the controls at angles of attack any further increase in angle of attack sufficient to identify the stall ( e.g., deter- where one or more of the following charac- rent buffet, stick pusher activation, etc.)

teristics occur: through recovery to stable flight; i. No further increase in pitch occurs when c. Where the SME’s stall experience is on an the pitch control is held at the full aft stop airplane of a different make, model, and for 2 seconds, leading to an inability to ar- series within the same type rating, dif- rest descent rate; ferences in aircraft specific stall recogni- ii. An uncommanded nose down pitch that tion cues and handling characteristics cannot be readily arrested, which may be must be addressed using available docu- accompanied by an uncommanded rolling mentation. This documentation may in- motion; clude aircraft operating manuals, aircraft iii. Buffeting of a magnitude and severity manufacturer flight test reports, or other that is a strong and effective deterrent to documentation that describes the stall further increase in angle of attack; and characteristics of the aircraft; and iv. Activation of a stick pusher.

d. Must be familiar with the intended stall training maneuvers to be conducted in the The model validity range must also be capa- FSTD ( e.g., general aircraft configurations, ble of simulating the airplane dynamics as stall entry methods, etc.) and the cues nec- a result of a pilot initially resisting the essary to accomplish the required training stick pusher in training. For aircraft objectives. The purpose of this requirement equipped with a stall envelope protection is to ensure that the stall model has been system, the model validity range must ex- sufficiently evaluated in those general air- tend to 10 degrees of angle of attack be- craft configurations and stall entry meth- yond the stall identification angle of at- ods that will likely be conducted in train- tack with the protection systems disabled ing.

or otherwise degraded (such as a degraded flight control mode as a result of a pitot/ This SOC will only be required once at the static system failure). time the FSTD is initially qualified for stall c. Model Characteristics: Within the declared training tasks as long as the FSTD’s stall range of model validity, the SOC must ad- model remains unmodified from what was dress, and the aerodynamic model must in- originally evaluated and qualified. Where an corporate, the following stall characteris- FSTD shares common aerodynamic and tics where applicable by aircraft type: flight control models with that of an engi- neering simulator or development simulator i. Degradation in static/dynamic lateral-di- that is acceptable to the FAA, the FAA will rectional stability; accept an SOC from the data provider that ii. Degradation in control response (pitch, confirms the stall characteristics have been roll, yaw); subjectively assessed by an SME pilot on the iii. Uncommanded roll acceleration or roll- engineering or development simulator.

off requiring significant control deflection An FSTD sponsor may submit a request to to counter; the Administrator for approval of a devi- iv. Apparent randomness or non-repeat- ation from the SME pilot experience require- ability; v. Changes in pitch stability; ments in this paragraph. This request for de- vi. Stall hysteresis; viation must include the following informa- vii. Mach effects; tion:

Federal Aviation Administration, DOT Pt. 60, App. A

a. An assessment of pilot availability that envelope’’ refers to the entire domain in demonstrates that a suitably qualified which the FSTD is capable of being flown pilot meeting the experience requirements with a degree of confidence that the FSTD of this section cannot be practically lo- responds similarly to the airplane. This en- cated; and velope can be further divided into three sub- b. Alternative methods to subjectively divisions (see Appendix 3–D of the Airplane evaluate the FSTD’s capability to provide Upset Recovery Training Aid ): the stall recognition cues and handling a. Flight test validated region: This is the characteristics needed to accomplish the region of the flight envelope which has training objectives. been validated with flight test data, typi- cally by comparing the performance of the B. Upset Prevention and Recovery Training FSTD against the flight test data through (UPRT) Maneuver Evaluation (Table A1A, tests incorporated in the QTG and other Section 2.n.)

flight test data utilized to further extend the model beyond the minimum require- 1. Applicability: This attachment applies ments. Within this region, there is high to all simulators that are used to satisfy confidence that the simulator responds training requirements for upset prevention similarly to the aircraft. Note that this re- and recovery training (UPRT) maneuvers.

gion is not strictly limited to what has For the purposes of this attachment (as de- been tested in the QTG; as long as the fined in the Airplane Upset Recovery Train- aerodynamics mathematical model has ing Aid), an aircraft upset is generally de- been conformed to the flight test results, fined as an airplane unintentionally exceed- that portion of the mathematical model ing the following parameters normally expe- can be considered to be within the flight rienced in line operations or training: test validated region.

a. Pitch attitude greater than 25 degrees b. Wind tunnel and/or analytical region: This nose up; is the region of the flight envelope for b. Pitch attitude greater than 10 degrees which the FSTD has not been compared to nose down; flight test data, but for which there has c. Bank angles greater than 45 degrees; and been wind tunnel testing or the use of d. Within the above parameters, but flying at other reliable predictive methods (typi- airspeeds inappropriate for the conditions.

cally by the aircraft manufacturer) to de- FSTDs that will be used to conduct training fine the aerodynamic model. Any exten- maneuvers where the FSTD is either reposi- sions to the aerodynamic model that have tioned into an aircraft upset condition or an been evaluated in accordance with the defi- artificial stimulus (such as weather phe- nition of an exemplar stall model (as de- nomena or system failures) is applied that is scribed in the stall maneuver evaluation intended to result in a flightcrew entering an section) must be clearly indicated. Within aircraft upset condition must be evaluated this region, there is moderate confidence and qualified in accordance with this sec- that the simulator will respond similarly tion.

to the aircraft.

2. General Requirements: The general re- c. Extrapolated: This is the region extrapo- quirement for UPRT qualification in Table lated beyond the flight test validated and A1A defines three basic elements required wind tunnel/analytical regions. The ex- for qualifying an FSTD for UPRT maneu- trapolation may be a linear extrapolation, vers: a holding of the last value before the ex- a. FSTD Training Envelope: Valid UPRT trapolation began, or some other set of val- should be conducted within the high and ues. Whether this extrapolated data is pro- moderate confidence regions of the FSTD vided by the aircraft or simulator manu- validation envelope as defined in para- facturer, it is a ‘‘best guess’’ only. Within graph 3 below.

this region, there is low confidence that b. Instructor Feedback: Provides the instruc- the simulator will respond similarly to the tor/evaluator with a minimum set of feed- aircraft. Brief excursions into this region back tools to properly evaluate the train- may still retain a moderate confidence ee’s performance in accomplishing an level in FSTD fidelity; however, the in- upset recovery training task. structor should be aware that the FSTD’s c. Upset Scenarios: Where dynamic upset response may deviate from the actual air- scenarios or aircraft system malfunctions craft.

are used to stimulate the FSTD into an 4. Instructor Feedback Mechanism: For the aircraft upset condition, specific guidance instructor/evaluator to provide feedback to must be available to the instructor on the the student during UPRT maneuver training, IOS that describes how the upset scenario additional information must be accessible is driven along with any malfunction or that indicates the fidelity of the simulation, degradation in FSTD functionality that is the magnitude of trainee’s flight control in- required to stimulate the upset.

puts, and aircraft operational limits that 3. FSTD Validation Envelope: For the pur- could potentially affect the successful com- poses of this attachment, the term ‘‘flight pletion of the maneuver(s). At a minimum,

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

the following must be available to the in- structor/evaluator with real-time informa- structor/evaluator: tion concerning the aircraft operating lim- a. FSTD Validation Envelope: The FSTD its. The simulated aircraft’s parameters must employ a method to display the must be displayed dynamically in real- FSTD’s expected fidelity with respect to time and also provided in a time history or the FSTD validation envelope. This may be equivalent format. At a minimum, the fol- displayed as an angle of attack vs sideslip lowing parameters must be available to the (alpha/beta) envelope cross-plot on the In- instructor: structor Operating System (IOS) or other i. Airspeed and airspeed limits, including the alternate method to clearly convey the stall speed and maximum operating limit FSTD’s fidelity level during the maneuver.

airspeed (Vmo/Mmo); The cross-plot or other alternative method ii. Load factor and operational load factor must display the relevant validity regions limits; and for flaps up and flaps down at a minimum.

This validation envelope must be derived iii. Angle of attack and the stall identifica- by the aerodynamic data provider or de- tion angle of attack. See section A, para- rived using information and data sources graph 4.b. of this attachment for additional provided by the original aerodynamic data information concerning the definition of provider.

the stall identification angle of attack.

b. Flight Control Inputs: The FSTD must This parameter may be displayed in con- employ a method for the instructor/eval- junction with the FSTD validation enve- uator to assess the trainee’s flight control lope.

inputs during the upset recovery maneu- ver. Additional parameters, such as cock- END QPS R EQUIREMENTS pit control forces (forces applied by the pilot to the controls) and the flight control B EGIN INFORMATION law mode for fly-by-wire aircraft, must be An example FSTD ‘‘alpha/beta’’ envelope portrayed in this feedback mechanism as display and IOS feedback mechanism are well. For passive sidesticks, whose dis- shown below in Figure 1 and Figure 2. The placement is the flight control input, the following examples are provided as guidance force applied by the pilot to the controls material on one possible method to display does not need to be displayed. This tool the required UPRT feedback parameters on must include a time history or other equiv- an IOS display. FSTD sponsors may develop alent method of recording flight control positions. other methods and feedback mechanisms c. Aircraft Operational Limits: The FSTD that provide the required parameters and must employ a method to provide the in- support the training program objectives.

Federal Aviation Administration, DOT Pt. 60, App. A

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. A

E ND INFORMATION 4. Objective Demonstration Testing: The purpose of the objective demonstration test B EGIN QPS R EQUIREMENTS is to demonstrate that the ice accretion models as described in the Statement of C. Engine and Airframe Icing Evaluation (Table Compliance have been implemented cor- A1A, Section 2.j.)

rectly and demonstrate the proper cues and 1. Applicability: This section applies to all effects as defined in the approved data FSTDs that are used to satisfy training re- sources. At least one ice accretion model quirements for engine and airframe icing.

must be selected for testing and included in New general requirements and objective re- the Master Qualification Test Guide (MQTG).

quirements for simulator qualification have Two tests are required to demonstrate en- been developed to define aircraft specific gine and airframe icing effects. One test will icing models that support training objectives demonstrate the FSTDs baseline perform- for the recognition and recovery from an in- ance without icing, and the second test will flight ice accretion event.

demonstrate the aerodynamic effects of ice 2. General Requirements: The qualification accretion relative to the baseline test.

of engine and airframe icing consists of the a. Recorded Parameters: In each of the two following elements that must be considered required MQTG cases, a time history record- when developing ice accretion models for use ing must be made of the following param- in training: eters: a. Ice accretion models must be developed to account for training the specific skills re- i. Altitude; quired for recognition of ice accumulation ii. Airspeed; and execution of the required response.

iii. Normal Acceleration; b. Ice accretion models must be developed iv. Engine Power/settings; in a manner to contain aircraft specific rec- v. Angle of Attack/Pitch attitude; ognition cues as determined with aircraft vi. Bank Angle; OEM supplied data or other suitable analyt- vii. Flight control inputs; ical methods.

viii. Stall warning and stall buffet onset; and c. At least one qualified ice accretion ix. Other parameters as necessary to dem- model must be objectively tested to dem- onstrate that the model has been imple- onstrate the effects of ice accretions.

mented correctly and generates the correct b. Demonstration maneuver: The FSTD spon- cues as necessary for training.

sor must select an ice accretion model as 3. Statement of Compliance: The SOC as identified in the SOC for testing. The se- described in Table A1A, Section 2.j. must lected maneuver must demonstrate the ef- contain the following information to support fects of ice accretion at high angles of attack FSTD qualification of aircraft specific ice from a trimmed condition through approach accretion models: to stall and ‘‘full’’ stall as compared to a a. A description of expected aircraft spe- baseline (no ice buildup) test. The ice accre- cific recognition cues and degradation ef- tion models must demonstrate the cues nec- fects due to a typical in-flight icing encoun- essary to recognize the onset of ice accretion ter. Typical cues may include loss of lift, de- on the airframe, lifting surfaces, and engines crease in stall angle of attack, changes in and provide representative degradation in pitching moment, decrease in control effec- performance and handling qualities to the tiveness, and changes in control forces in ad- extent that a recovery can be executed. Typ- dition to any overall increase in drag. This ical recognition cues that may be present de- description must be based upon relevant pending upon the simulated aircraft include: source data, such as aircraft OEM supplied data, accident/incident data, or other accept- i. Decrease in stall angle of attack; able data sources. Where a particular air- ii. Increase in stall speed; frame has demonstrated vulnerabilities to a iii. Increase in stall buffet threshold of per- specific type of ice accretion (due to acci- ception speed; dent/incident history) which requires specific iv. Changes in pitching moment; training (such as supercooled large-droplet v. Changes in stall buffet characteristics; icing or tailplane icing), ice accretion mod- vi. Changes in control effectiveness or con- els must be developed that address the train- trol forces; and ing requirements.

b. A description of the data sources uti- vii. Engine effects (power variation, vibra- lized to develop the qualified ice accretion tion, etc.); models. Acceptable data sources may be, but The demonstration test may be conducted by are not limited to, flight test data, aircraft initializing and maintaining a fixed amount certification data, aircraft OEM engineering of ice accretion throughout the maneuver in simulation data, or other analytical methods order to consistently evaluate the aero- based upon established engineering prin- dynamic effects.

ciples.

Federal Aviation Administration, DOT Pt. 60, App. B

E ND QPS R EQUIREMENTS 20. Other Losses of Qualification and Proce- dures for Restoration of Qualification (§ 60.29).

[Docket FAA–2002–12461, 73 FR 26490, May 9, 2008, as amended by Docket FAA–2014–0391, 21. Record Keeping and Reporting (§ 60.31).

Amdt. 60–4, 81 FR 18218, 18219, 18240, 18283, 22. Applications, Logbooks, Reports, and 18300, and 18303, Mar. 30, 2016; 81 FR 32016 and Records: Fraud, Falsification, or Incor- 32066, May 20, 2016; Docket FAA–2018–0119, rect Statements (§ 60.33).

Amdt. 60–5, 83 FR 9170, Mar. 5, 2018; Amdt. 60– 23. [Reserved] 6, 83 FR 30275, June 27, 2018; Docket FAA– 24. Levels of FTD.

2022–1355, Amdt. 60–7, 87 FR 75711, Dec. 9, 25. FTD Qualification on the Basis of a Bilat- 2022] eral Aviation Safety Agreement (BASA) (§ 60.37).

Attachment 1 to Appendix B to Part 60—Gen- A PPENDIX B TO P ART 60—Q UALIFICATION eral FTD Requirements.

PERFORMANCE S TANDARDS FOR A IR- Attachment 2 to Appendix B to Part 60— PLANE FLIGHT T RAINING D EVICES Flight Training Device (FTD) Objective Tests.

llllllllllllllllllllllll Attachment 3 to Appendix B to Part 60— Flight Training Device (FTD) Subjective B EGIN INFORMATION Evaluation.

Attachment 4 to Appendix B to Part 60— This appendix establishes the standards for Sample Documents.

Airplane FTD evaluation and qualification at Level 4, Level 5, Level 6, or Level 7. The E ND I NFORMATION Flight Standards Service, is responsible for the development, application, and implemen- llllllllllllllllllllllll tation of the standards contained within this appendix. The procedures and criteria speci- 1. I NTRODUCTION fied in this appendix will be used by the re- llllllllllllllllllllllll sponsible Flight Standards office when con- ducting airplane FTD evaluations.

B EGIN INFORMATION T ABLE OF C ONTENTS a. This appendix contains background in- formation as well as regulatory and inform- 1. Introduction ative material as described later in this sec- 2. Applicability (§§ 60.1 and 60.2).

tion. To assist the reader in determining 3. Definitions (§ 60.3).

what areas are required and what areas are 4. Qualification Performance Standards permissive, the text in this appendix is di- (§ 60.4).

vided into two sections: ‘‘QPS Require- 5. Quality Management System (§ 60.5).

ments’’ and ‘‘Information.’’ The QPS Re- 6. Sponsor Qualification Requirements quirements sections contain details regard- (§ 60.7).

ing compliance with the part 60 rule lan- 7. Additional Responsibilities of the Sponsor guage. These details are regulatory, but are (§ 60.9).

found only in this appendix. The Information 8. FTD Use (§ 60.11).

sections contain material that is advisory in 9. FTD Objective Data Requirements (§ 60.13). nature, and designed to give the user general 10. Special Equipment and Personnel Re- information about the regulation.

quirements for Qualification of the FTD b. [Reserved] (§ 60.14).

c. The responsible Flight Standards office 11. Initial (and Upgrade) Qualification Re- encourages the use of electronic media for quirements (§ 60.15). all communication, including any record, re- 12. Additional Qualifications for Currently port, request, test, or statement required by Qualified FTDs (§ 60.16). this appendix. The electronic media used must have adequate security provisions and 13. Previously Qualified FTDs (§ 60.17).

be acceptable to the responsible Flight 14. Inspection, Continuing Qualification Standards office.

Evaluation, and Maintenance Require- d. Related Reading References.

ments (§ 60.19).

(1) 14 CFR part 60.

15. Logging FTD Discrepancies (§ 60.20).

(2) 14 CFR part 61.

16. Interim Qualification of FTDs for New (3) 14 CFR part 63.

Airplane Types or Models (§ 60.21).

(4) 14 CFR part 119.

17. Modifications to FTDs (§ 60.23).

(5) 14 CFR part 121.

18. Operations with Missing, Malfunctioning, (6) 14 CFR part 125.

or Inoperative Components (§ 60.25).

(7) 14 CFR part 135.

19. Automatic Loss of Qualification and Pro- cedures for Restoration of Qualification (8) 14 CFR part 141.

(§ 60.27). (9) 14 CFR part 142.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. B

(10) AC 120–28, as amended, Criteria for Ap- E ND I NFORMATION proval of Category III Landing Weather 2. A PPLICABILITY (§§ 60.1 AND 60.2) Minima.

(11) AC 120–29, as amended, Criteria for Ap- llllllllllllllllllllllll proving Category I and Category II Landing B EGIN INFORMATION Minima for part 121 operators.

(12) AC 120–35, as amended, Flightcrew No additional regulatory or informational Member Line Operational Simulations: Line- material applies to § 60.1, Applicability, or to Oriented Flight Training, Special Purpose § 60.2, Applicability of sponsor rules to person Operational Training, Line Operational who are not sponsors and who are engaged in Evaluation.

certain unauthorized activities.

(13) AC 120–41, as amended, Criteria for Operational Approval of Airborne Wind 3. DEFINITIONS (§ 60.3) Shear Alerting and Flight Guidance Sys- See appendix F of this part for a list of tems.

definitions and abbreviations from part 1, (14) AC 120–45, as amended, Airplane Flight part 60, and the QPS appendices of part 60.

Training Device Qualification.

(14) AC 120–57, as amended, Surface Move- 4. Q UALIFICATION P ERFORMANCE S TANDARDS ment Guidance and Control System (§ 60.4) (SMGCS).

No additional regulatory or informational (15) AC 150/5300–13, as amended, Airport De- material applies to § 60.4, Qualification Per- sign.

formance Standards.

(16) AC 150/5340–1, as amended, Standards for Airport Markings.

5. Q UALITY M ANAGEMENT S YSTEM (§ 60.5) (17) AC 150/5340–4, as amended, Installation Additional regulatory material and infor- Details for Runway Centerline Touchdown mational material regarding Quality Man- Zone Lighting Systems.

agement Systems for FTDs may be found in (18) AC 150/5340–19, as amended, Taxiway appendix E of this part.

Centerline Lighting System.

(19) AC 150/5340–24, as amended, Runway E ND I NFORMATION and Taxiway Edge Lighting System.

llllllllllllllllllllllll (20) AC 150/5345–28, as amended, Precision Approach Path Indicator (PAPI) Systems.

6. S PONSOR Q UALIFICATION R EQUIREMENTS .

(21) International Air Transport Associa- (§ 60.7).

tion document, ‘‘Flight Simulation Training Device Design and Performance Data Re- llllllllllllllllllllllll quirements,’’ as amended.

B EGIN INFORMATION (22) AC 25–7, as amended, Flight Test Guide for Certification of Transport Category Air- a. The intent of the language in § 60.7(b) is planes.

to have a specific FTD, identified by the (23) AC 23–8A, as amended, Flight Test sponsor, used at least once in an FAA-ap- Guide for Certification of Part 23 Airplanes.

proved flight training program for the air- (24) International Civil Aviation Organiza- plane simulated during the 12-month period tion (ICAO) Manual of Criteria for the Quali- described. The identification of the specific fication of Flight Simulation Training De- FTD may change from one 12-month period vices, as amended.

to the next 12-month period as long as that (25) Aeroplane Flight Simulation Training sponsor sponsors and uses at least one FTD Device Evaluation Handbook, Volume I, as at least once during the prescribed period.

amended and Volume II, as amended, The There is no minimum number of hours or Royal Aeronautical Society, London, UK.

minimum FTD periods required.

(26) FAA Airman Certification Standards b. The following examples describe accept- and Practical Test Standards for Airline able operational practices: Transport Pilot, Type Ratings, Commercial (1) Example One.

Pilot, and Instrument Ratings. (a) A sponsor is sponsoring a single, spe- (27) The FAA Aeronautical Information cific FTD for its own use, in its own facility Manual (AIM). An electronic version of the or elsewhere— this single FTD forms the AIM is on the Internet at http://www.faa.gov/ basis for the sponsorship. The sponsor uses atpubs. that FTD at least once in each 12-month pe- (28) Aeronautical Radio, Inc. (ARINC) doc- riod in that sponsor’s FAA-approved flight ument number 436, titled Guidelines For Elec- training program for the airplane simulated.

tronic Qualification Test Guide (as amended). This 12-month period is established accord- (29) Aeronautical Radio, Inc. (ARINC) doc- ing to the following schedule: ument 610, Guidance for Design and Integra- (i) If the FTD was qualified prior to May tion of Aircraft Avionics Equipment in Simula- 30, 2008, the 12-month period begins on the tors (as amended). date of the first continuing qualification llllllllllllllllllllllll evaluation conducted in accordance with

Federal Aviation Administration, DOT Pt. 60, App. B

§ 60.19 after May 30, 2008, and continues for FAA certificate holder in that other certifi- each subsequent 12-month period; cate holder’s FAA-approved flight training (ii) A device qualified on or after May 30, program for the airplane (as described in 2008, will be required to undergo an initial or § 60.7(d)(1)); or upgrade evaluation in accordance with (ii) A statement is obtained from a quali- § 60.15. Once the initial or upgrade evaluation fied pilot (having flown the airplane, not the is complete, the first continuing qualifica- subject FTD or another FTD during the pre- tion evaluation will be conducted within 6 ceding 12-month period) stating that the per- months. The 12 month continuing qualifica- formance and handling qualities of each FTD tion evaluation cycle begins on that date and in the Chicago and Moscow centers rep- continues for each subsequent 12-month pe- resents the airplane (as described in riod.

§ 60.7(d)(2)).

(b) There is no minimum number of hours of FTD use required. E ND I NFORMATION (c) The identification of the specific FTD llllllllllllllllllllllll may change from one 12-month period to the next 12-month period as long as that sponsor 7. A DDITIONAL R ESPONSIBILITIES OF THE sponsors and uses at least one FTD at least S PONSOR (§ 60.9) once during the prescribed period.

llllllllllllllllllllllll (2) Example Two.

(a) A sponsor sponsors an additional num- B EGIN INFORMATION ber of FTDs, in its facility or elsewhere.

Each additionally sponsored FTD must be— The phrase ‘‘as soon as practicable’’ in (i) Used by the sponsor in the sponsor’s § 60.9(a) means without unnecessarily dis- FAA-approved flight training program for rupting or delaying beyond a reasonable the airplane simulated (as described in time the training, evaluation, or experience § 60.7(d)(1)); or being conducted in the FTD.

(ii) Used by another FAA certificate holder in that other certificate holder’s FAA-ap- 8. FTD U SE (§ 60.11) proved flight training program for the air- No additional regulatory or informational plane simulated (as described in § 60.7(d)(1)).

material applies to § 60.11, FTD use.

This 12-month period is established in the same manner as in example one; or E ND I NFORMATION (iii) Provided a statement each year from a qualified pilot, (after having flown the air- llllllllllllllllllllllll plane, not the subject FTD or another FTD, 9. FTD Objective Data Requirements during the preceding 12-month period) stat- (§ 60.13) ing that the subject FTD’s performance and llllllllllllllllllllllll handling qualities represent the airplane (as described in § 60.7(d)(2)). This statement is B EGIN QPS R EQUIREMENTS provided at least once in each 12-month pe- a. Flight test data used to validate FTD riod established in the same manner as in ex- performance and handling qualities must ample one.

have been gathered in accordance with a (b) There is no minimum number of hours flight test program containing the following: of FTD use required.

(1) A flight test plan consisting of: (3) Example Three.

(a) The maneuvers and procedures required (a) A sponsor in New York (in this exam- for aircraft certification and simulation pro- ple, a Part 142 certificate holder) establishes gramming and validation.

‘‘satellite’’ training centers in Chicago and (b) For each maneuver or procedure— Moscow.

(i) The procedures and control input the (b) The satellite function means that the flight test pilot and/or engineer used.

Chicago and Moscow centers must operate (ii) The atmospheric and environmental under the New York center’s certificate (in conditions.

accordance with all of the New York center’s (iii) The initial flight conditions.

practices, procedures, and policies; e.g., in- (iv) The airplane configuration, including structor and/or technician training/checking weight and center of gravity.

requirements, record keeping, QMS pro- (v) The data to be gathered.

gram).

(c) All of the FTDs in the Chicago and Mos- (vi) All other information necessary to cow centers could be dry-leased (i.e., the cer- recreate the flight test conditions in the tificate holder does not have and use FAA- FTD.

approved flight training programs for the (2) Appropriately qualified flight test per- FTDs in the Chicago and Moscow centers) sonnel.

because— (3) An understanding of the accuracy of the (i) Each FTD in the Chicago center and data to be gathered using appropriate alter- each FTD in the Moscow center is used at native data sources, procedures, and instru- least once each 12-month period by another mentation that is traceable to a recognized

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. B

standard as described in Attachment 2, Table B EGIN INFORMATION B2F of this appendix.

f. The FTD sponsor is encouraged to main- (4) Appropriate and sufficient data acquisi- tain a liaison with the manufacturer of the tion equipment or system(s), including ap- aircraft being simulated (or with the holder propriate data reduction and analysis meth- of the aircraft type certificate for the air- ods and techniques, acceptable to the FAA’s craft being simulated if the manufacturer is Aircraft Certification Service.

no longer in business), and if appropriate, b. The data, regardless of source, must be with the person having supplied the aircraft presented: data package for the FTD in order to facili- (1) In a format that supports the FTD vali- tate the notification described in this para- dation process; graph.

(2) In a manner that is clearly readable and annotated correctly and completely; g. It is the intent of the responsible Flight (3) With resolution sufficient to determine Standards office that for new aircraft enter- compliance with the tolerances set forth in ing service, at a point well in advance of Attachment 2, Table B2A, Appendix B; preparation of the QTG, the sponsor should (4) With any necessary guidance informa- submit to the responsible Flight Standards tion provided; and office for approval, a descriptive document (5) Without alteration, adjustments, or (see Appendix A, Table A2C, Sample Valida- bias. Data may be corrected to address tion Data Roadmap for Airplanes) containing known data calibration errors provided that the plan for acquiring the validation data, an explanation of the methods used to cor- including data sources. This document rect the errors appears in the QTG. The cor- should clearly identify sources of data for all rected data may be re-scaled, digitized, or required tests, a description of the validity otherwise manipulated to fit the desired of these data for a specific engine type and presentation.

thrust rating configuration, and the revision c. After completion of any additional flight levels of all avionics affecting the perform- test, a flight test report must be submitted ance or flying qualities of the aircraft. Addi- in support of the validation data. The report tionally, this document should provide other must contain sufficient data and rationale to information such as the rationale or expla- support qualification of the FTD at the level nation for cases where data or data param- requested.

eters are missing, instances where engineer- d. As required by § 60.13(f), the sponsor ing simulation data are used, or where flight must notify the responsible Flight Standards test methods require further explanations. It office when it becomes aware that an addi- should also provide a brief narrative describ- tion to or a revision of the flight related ing the cause and effect of any deviation data or airplane systems related data is from data requirements. The aircraft manu- available if this data is used to program and facturer may provide this document.

operate a qualified FTD. The data referred to h. There is no requirement for any flight in this sub-section are those data that are test data supplier to submit a flight test used to validate the performance, handling plan or program prior to gathering flight qualities, or other characteristics of the air- test data. However, the responsible Flight craft, including data related to any relevant Standards office notes that inexperienced changes occurring after the type certifi- data gatherers often provide data that is ir- cation is issued. The sponsor must— relevant, improperly marked, or lacking ade- (1) Within 10 calendar days, notify the re- sponsible Flight Standards office of the ex- quate justification for selection. Other prob- istence of this data; and lems include inadequate information regard- (2) Within 45 calendar days, notify the re- ing initial conditions or test maneuvers. The sponsible Flight Standards office of— responsible Flight Standards office has been (i) The schedule to incorporate this data forced to refuse these data submissions as into the FTD; or validation data for an FTD evaluation. It is (ii) The reason for not incorporating this for this reason that the responsible Flight data into the FTD. Standards office recommends that any data e. In those cases where the objective test supplier not previously experienced in this results authorize a ‘‘snapshot test’’ or a ‘‘se- area review the data necessary for program- ries of snapshot test results’’ in lieu of a ming and for validating the performance of time-history result, the sponsor or other the FTD and discuss the flight test plan an- data provider must ensure that a steady ticipated for acquiring such data with the re- state condition exists at the instant of time sponsible Flight Standards office well in ad- captured by the ‘‘snapshot.’’ The steady vance of commencing the flight tests.

state condition must exist from 4 seconds i. The responsible Flight Standards office prior to, through 1 second following, the in- will consider, on a case-by-case basis, wheth- stant of time captured by the snap shot.

er to approve supplemental validation data derived from flight data recording systems E ND QPS R EQUIREMENTS such as a Quick Access Recorder or Flight llllllllllllllllllllllll Data Recorder.

Federal Aviation Administration, DOT Pt. 60, App. B

E ND INFORMATION (3) Except for a Level 4 FTD, a QTG, ac- ceptable to the responsible Flight Standards llllllllllllllllllllllll office, that includes all of the following: (a) Objective data obtained from aircraft 10. S PECIAL E QUIPMENT AND P ERSONNEL R E - testing or another approved source.

QUIREMENTS FOR Q UALIFICATION OF THE FTD (b) Correlating objective test results ob- (§ 60.14).

tained from the performance of the FTD as llllllllllllllllllllllll prescribed in the appropriate QPS.

(c) The result of FTD subjective tests pre- B EGIN INFORMATION scribed in the appropriate QPS.

(d) A description of the equipment nec- a. In the event that the responsible Flight essary to perform the evaluation for initial Standards office determines that special qualification and the continuing qualifica- equipment or specifically qualified persons tion evaluations.

will be required to conduct an evaluation, c. The QTG described in paragraph a(3) of the responsible Flight Standards office will this section, must provide the documented make every attempt to notify the sponsor at proof of compliance with the FTD objective least one (1) week, but in no case less than 72 tests in Attachment 2, Table B2A of this ap- hours, in advance of the evaluation. Exam- pendix.

ples of special equipment include flight con- d. The QTG is prepared and submitted by trol measurement devices, accelerometers, the sponsor, or the sponsor?s agent on behalf or oscilloscopes. Examples of specially quali- of the sponsor, to the responsible Flight fied personnel include individuals specifi- Standards office for review and approval, and cally qualified to install or use any special must include, for each objective test: equipment when its use is required.

(1) Parameters, tolerances, and flight con- b. Examples of a special evaluation include ditions; an evaluation conducted after: An FTD is (2) Pertinent and complete instructions for moved; at the request of the TPAA; or as a conducting automatic and manual tests; result of comments received from users of (3) A means of comparing the FTD test re- the FTD that raise questions about the con- sults to the objective data; tinued qualification or use of the FTD.

(4) Any other information as necessary to assist in the evaluation of the test results; E ND INFORMATION (5) Other information appropriate to the llllllllllllllllllllllll qualification level of the FTD.

e. The QTG described in paragraphs (a)(3) 11. I NITIAL ( AND U PGRADE ) Q UALIFICATION and (b) of this section, must include the fol- R EQUIREMENTS (§ 60.15).

lowing: (1) A QTG cover page with sponsor and llllllllllllllllllllllll FAA approval signature blocks (see Attach- B EGIN QPS R EQUIREMENT ment 4, Figure B4C, of this appendix, for a sample QTG cover page).

a. In order to be qualified at a particular (2) [Reserved] qualification level, the FTD must: (3) An FTD information page that provides (1) Meet the general requirements listed in the information listed in this paragraph, if Attachment 1 of this appendix; applicable (see Attachment 4, Figure B4B, of (2) Meet the objective testing requirements this appendix, for a sample FTD information listed in Attachment 2 of this appendix page). For convertible FTDs, the sponsor (Level 4 FTDs do not require objective tests); must submit a separate page for each con- and figuration of the FTD.

(3) Satisfactorily accomplish the subjec- (a) The sponsor’s FTD identification num- tive tests listed in Attachment 3 of this ap- ber or code.

pendix.

(b) The airplane model and series being b. The request described in § 60.15(a) must simulated.

include all of the following: (c) The aerodynamic data revision number (1) A statement that the FTD meets all of or reference.

the applicable provisions of this part and all (d) The source of the basic aerodynamic applicable provisions of the QPS.

model and the aerodynamic coefficient data (2) Unless otherwise authorized through used to modify the basic model.

prior coordination with the responsible (e) The engine model(s) and its data revi- Flight Standards office, a confirmation that sion number or reference.

the sponsor will forward to the responsible (f) The flight control data revision number Flight Standards office the statement de- or reference.

scribed in § 60.15(b) in such time as to be re- (g) The flight management system identi- ceived no later than 5 business days prior to fication and revision level.

the scheduled evaluation and may be for- (h) The FTD model and manufacturer.

warded to the responsible Flight Standards (i) The date of FTD manufacture.

office via traditional or electronic means. (j) The FTD computer identification.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. B

(k) The visual system model and manufac- opposed to computer software identifica- turer, including display type. tions.

(l) The motion system type and manufac- (3) Validation data documents included in turer, including degrees of freedom. a QTG may be photographically reduced only (4) A Table of Contents.

if such reduction will not alter the graphic (5) A log of revisions and a list of effective scaling or cause difficulties in scale interpre- pages. tation or resolution.

(6) List of all relevant data references. (4) Scaling on graphical presentations (7) A glossary of terms and symbols used must provide the resolution necessary to (including sign conventions and units). evaluate the parameters shown in Attach- (8) Statements of compliance and capa- ment 2, Table B2A of this appendix.

bility (SOCs) with certain requirements. (5) Tests involving time histories, data (9) Recording procedures or equipment re- sheets (or transparencies thereof) and FTD quired to accomplish the objective tests. test results must be clearly marked with ap- (10) The following information for each ob- propriate reference points to ensure an accu- jective test designated in Attachment 2 of rate comparison between FTD and airplane this appendix, as applicable to the qualifica- with respect to time. Time histories recorded tion level sought: via a line printer are to be clearly identified (a) Name of the test. for cross-plotting on the airplane data. Over- (b) Objective of the test. plots may not obscure the reference data.

(c) Initial conditions. h. The sponsor may elect to complete the (d) Manual test procedures.

QTG objective and subjective tests at the (e) Automatic test procedures (if applica- manufacturer’s facility or at the sponsor’s ble). training facility (or other sponsor designated (f) Method for evaluating FTD objective location where training will take place). If test results. the tests are conducted at the manufactur- (g) List of all relevant parameters driven er’s facility, the sponsor must repeat at least or constrained during the automatic test(s). one-third of the tests at the sponsor’s train- (h) List of all relevant parameters driven ing facility in order to substantiate FTD per- or constrained during the manual test(s). formance. The QTG must be clearly anno- (i) Tolerances for relevant parameters.

tated to indicate when and where each test (j) Source of Validation Data (document was accomplished. Tests conducted at the and page number). manufacturer’s facility and at the sponsor’s (k) Copy of the Validation Data (if located designated training facility must be con- in a separate binder, a cross reference for the ducted after the FTD is assembled with sys- identification and page number for pertinent tems and sub-systems functional and oper- data location must be provided). ating in an interactive manner. The test re- (l) FTD Objective Test Results as obtained sults must be submitted to the responsible by the sponsor. Each test result must reflect Flight Standards office.

the date completed and must be clearly la- i. The sponsor must maintain a copy of the beled as a product of the device being tested. MQTG at the FTD location.

j. All FTDs for which the initial qualifica- f. A convertible FTD is addressed as a sepa- tion is conducted after May 30, 2014, must rate FTD for each model and series airplane have an electronic MQTG (eMQTG) including to which it will be converted and for the all objective data obtained from airplane FAA qualification level sought. The respon- testing, or another approved source (refor- sible Flight Standards office will conduct an matted or digitized), together with corre- evaluation for each configuration. If a spon- lating objective test results obtained from sor seeks qualification for two or more mod- the performance of the FTD (reformatted or els of an airplane type using a convertible digitized) as prescribed in this appendix. The FTD, the sponsor must provide a QTG for eMQTG must also contain the general FTD each airplane model, or a QTG for the first performance or demonstration results (refor- airplane model and a supplement to that matted or digitized) prescribed in this appen- QTG for each additional airplane model. The dix, and a description of the equipment nec- responsible Flight Standards office will con- essary to perform the initial qualification duct evaluations for each airplane model.

g. The form and manner of presentation of evaluation and the continuing qualification objective test results in the QTG must in- evaluations. The eMQTG must include the clude the following: original validation data used to validate (1) The sponsor’s FTD test results must be FTD performance and handling qualities in recorded in a manner acceptable to the re- either the original digitized format from the sponsible Flight Standards office, that al- data supplier or an electronic scan of the lows easy comparison of the FTD test results original time-history plots that were pro- to the validation data (e.g., use of a multi- vided by the data supplier. A copy of the channel recorder, line printer, cross plotting, eMQTG must be provided to the responsible overlays, transparencies). Flight Standards office.

(2) FTD results must be labeled using ter- k. All other FTDs (not covered in subpara- minology common to airplane parameters as graph ‘‘j’’) must have an electronic copy of

Federal Aviation Administration, DOT Pt. 60, App. B

the MQTG by and after May 30, 2014. An elec- (8) Certain additional requirements, de- tronic copy of the copy of the MQTG must be pending upon the qualification level sought, provided to the responsible Flight Standards including equipment or circumstances that office. This may be provided by an electronic may become hazardous to the occupants. The scan presented in a Portable Document File sponsor may be subject to Occupational (PDF), or similar format acceptable to the Safety and Health Administration require- ments.

responsible Flight Standards office.

o. The responsible Flight Standards office l. During the initial (or upgrade) qualifica- administers the objective and subjective tion evaluation conducted by the responsible tests, which includes an examination of func- Flight Standards office, the sponsor must tions. The tests include a qualitative assess- also provide a person knowledgeable about ment of the FTD by a pilot from the respon- the operation of the aircraft and the oper- sible Flight Standards office. The evaluation ation of the FTD.

team leader may assign other qualified per- E ND QPS R EQUIREMENTS sonnel to assist in accomplishing the func- tions examination and/or the objective and llllllllllllllllllllllll subjective tests performed during an evalua- tion when required.

B EGIN INFORMATION (1) Objective tests provide a basis for meas- uring and evaluating FTD performance and m. Only those FTDs that are sponsored by determining compliance with the require- a certificate holder as defined in Appendix F ments of this part.

will be evaluated by the responsible Flight (2) Subjective tests provide a basis for: Standards office. However, other FTD eval- (a) Evaluating the capability of the FTD to uations may be conducted on a case-by-case perform over a typical utilization period; basis as the Administrator deems appro- (b) Determining that the FTD satisfac- priate, but only in accordance with applica- torily simulates each required task; ble agreements.

(c) Verifying correct operation of the FTD n. The responsible Flight Standards office controls, instruments, and systems; and will conduct an evaluation for each configu- (d) Demonstrating compliance with the re- ration, and each FTD must be evaluated as quirements of this part.

completely as possible. To ensure a thorough p. The tolerances for the test parameters and uniform evaluation, each FTD is sub- listed in Attachment 2 of this appendix re- jected to the general FTD requirements in flect the range of tolerances acceptable to Attachment 1 of this appendix, the objective the responsible Flight Standards office for tests listed in Attachment 2 of this appendix, FTD validation and are not to be confused and the subjective tests listed in Attachment with design tolerances specified for FTD 3 of this appendix. The evaluations described manufacture. In making decisions regarding herein will include, but not necessarily be tests and test results, the responsible Flight limited to the following: Standards office relies on the use of oper- (1) Airplane responses, including longitu- ational and engineering judgment in the ap- dinal and lateral-directional control re- plication of data (including consideration of sponses (see Attachment 2 of this appendix); the way in which the flight test was flown (2) Performance in authorized portions of and way the data was gathered and applied), the simulated airplane’s operating envelope, data presentations, and the applicable toler- to include tasks evaluated by the responsible ances for each test.

Flight Standards office in the areas of sur- q. In addition to the scheduled continuing face operations, takeoff, climb, cruise, de- qualification evaluation, each FTD is subject scent, approach and landing, as well as ab- to evaluations conducted by the responsible normal and emergency operations (see At- Flight Standards office at any time without tachment 2 of this appendix); prior notification to the sponsor. Such eval- (3) Control checks (see Attachment 1 and uations would be accomplished in a normal Attachment 2 of this appendix); manner (i.e., requiring exclusive use of the (4) Flight deck configuration (see Attach- FTD for the conduct of objective and subjec- ment 1 of this appendix); tive tests and an examination of functions) if (5) Pilot, flight engineer, and instructor the FTD is not being used for flight crew- station functions checks (see Attachment 1 member training, testing, or checking. How- and Attachment 3 of this appendix); ever, if the FTD were being used, the evalua- (6) Airplane systems and sub-systems (as tion would be conducted in a non-exclusive appropriate) as compared to the airplane manner. This non-exclusive evaluation will simulated (see Attachment 1 and Attach- be conducted by the FTD evaluator accom- ment 3 of this appendix); panying the check airman, instructor, Air- (7) FTD systems and sub-systems, includ- crew Program Designee (APD), or FAA in- ing force cueing (motion), visual, and aural spector aboard the FTD along with the stu- (sound) systems, as appropriate (see Attach- dent(s) and observing the operation of the ment 1 and Attachment 2 of this appendix); FTD during the training, testing, or check- and ing activities.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. B

r. Problems with objective test results are 12. A DDITIONAL Q UALIFICATIONS FOR handled as follows: C URRENTLY Q UALIFIED FTD S (§ 60.16).

(1) If a problem with an objective test re- No additional regulatory or informational sult is detected by the evaluation team dur- material applies to § 60.16, Additional Quali- ing an evaluation, the test may be repeated fications for a Currently Qualified FTD.

or the QTG may be amended.

E ND I NFORMATION (2) If it is determined that the results of an objective test do not support the qualifica- llllllllllllllllllllllll tion level requested but do support a lower 13. P REVIOUSLY Q UALIFIED FTD S (§ 60.17).

level, the responsible Flight Standards office may qualify the FTD at a lower level. For llllllllllllllllllllllll example, if a Level 6 evaluation is requested, B EGIN QPS R EQUIREMENTS but the FTD fails to meet the spiral stability test tolerances, it could be qualified at Level a. In instances where a sponsor plans to re- 5.

move an FTD from active status for a period s. After an FTD is successfully evaluated, of less than two years, the following proce- the responsible Flight Standards office dures apply: issues an SOQ to the sponsor, the responsible (1) The responsible Flight Standards office Flight Standards office recommends the must be notified in writing and the notifica- tion must include an estimate of the period FTD to the TPAA, who will approve the FTD that the FTD will be inactive; for use in a flight training program. The SOQ (2) Continuing Qualification evaluations will be issued at the satisfactory conclusion will not be scheduled during the inactive pe- of the initial or continuing qualification riod; evaluation and will list the tasks for which (3) The responsible Flight Standards office the FTD is qualified, referencing the tasks will remove the FTD from the list of quali- described in Table B1B in Attachment 1 of fied FTDs on a mutually established date not this appendix. However, it is the sponsor’s later than the date on which the first missed responsibility to obtain TPAA approval prior continuing qualification evaluation would to using the FTD in an FAA-approved flight have been scheduled; training program.

(4) Before the FTD is restored to qualified t. Under normal circumstances, the respon- status, it must be evaluated by the respon- sible Flight Standards office establishes a sible Flight Standards office. The evaluation date for the initial or upgrade evaluation content and the time required to accomplish the evaluation is based on the number of within ten (10) working days after deter- continuing qualification evaluations and mining that a complete QTG is acceptable.

sponsor-conducted quarterly inspections Unusual circumstances may warrant estab- missed during the period of inactivity.

lishing an evaluation date before this deter- (5) The sponsor must notify the responsible mination is made. A sponsor may schedule Flight Standards office of any changes to the an evaluation date as early as 6 months in original scheduled time out of service; advance. However, there may be a delay of 45 b. FTDs qualified prior to May 31, 2016, and days or more in rescheduling and completing replacement FTD systems, are not required the evaluation if the sponsor is unable to to meet the general FTD requirements, the meet the scheduled date. See Attachment 4, objective test requirements, and the subjec- Figure B4A, Sample Request for Initial, Up- tive test requirements of Attachments 1, 2, grade, or Reinstatement Evaluation, of this and 3 of this appendix as long as the FTD appendix. continues to meet the test requirements con- u. The numbering system used for objec- tained in the MQTG developed under the original qualification basis.

tive test results in the QTG should closely c. [Reserved] follow the numbering system set out in At- d. FTDs qualified prior to May 31, 2016, tachment 2, FTD Objective Tests, Table B2A, may be updated. If an evaluation is deemed of this appendix.

appropriate or necessary by the responsible v. Contact the responsible Flight Stand- Flight Standards office after such an update, ards office for additional information regard- the evaluation will not require an evaluation ing the preferred qualifications of pilots used to standards beyond those against which the to meet the requirements of § 60.15(d).

FTD was originally qualified.

w. Examples of the exclusions for which e. Other certificate holders or persons de- the FTD might not have been subjectively siring to use an FTD may contract with FTD tested by the sponsor or the responsible sponsors to use FTDs previously qualified at Flight Standards office and for which quali- a particular level for an airplane type and fication might not be sought or granted, as approved for use within an FAA-approved described in § 60.15(g)(6), include engine out flight training program. Such FTDs are not maneuvers or circling approaches. required to undergo an additional qualifica- tion process, except as described in § 60.16.

Federal Aviation Administration, DOT Pt. 60, App. B

f. Each FTD user must obtain approval b. The description of the functional pre- from the appropriate TPAA to use any FTD flight check must be contained in the spon- in an FAA-approved flight training program. sor’s QMS.

c. Record ‘‘functional preflight’’ in the g. The intent of the requirement listed in FTD discrepancy log book or other accept- § 60.17(b), for each FTD to have an SOQ with- able location, including any item found to be in 6 years, is to have the availability of that missing, malfunctioning, or inoperative.

statement (including the configuration list and the limitations to authorizations) to d. During the continuing qualification provide a complete picture of the FTD inven- evaluation conducted by the responsible Flight Standards office, the sponsor must tory regulated by the FAA. The issuance of also provide a person knowledgeable about the statement will not require any addi- the operation of the aircraft and the oper- tional evaluation or require any adjustment ation of the FTD.

to the evaluation basis for the FTD.

h. Downgrading of an FTD is a permanent E ND QPS R EQUIREMENTS change in qualification level and will neces- sitate the issuance of a revised SOQ to re- llllllllllllllllllllllll flect the revised qualification level, as ap- B EGIN INFORMATION propriate. If a temporary restriction is placed on an FTD because of a missing, mal- e. The sponsor’s test sequence and the con- functioning, or inoperative component or on- tent of each quarterly inspection required in going repairs, the restriction is not a perma- § 60.19(a)(1) should include a balance and a nent change in qualification level. Instead, mix from the objective test requirement the restriction is temporary and is removed areas listed as follows: when the reason for the restriction has been (1) Performance.

resolved.

(2) Handling qualities.

i. The responsible Flight Standards office (3) Motion system (where appropriate).

will determine the evaluation criteria for an (4) Visual system (where appropriate).

FTD that has been removed from active sta- (5) Sound system (where appropriate).

tus for a prolonged period. The criteria will (6) Other FTD systems.

be based on the number of continuing quali- f. If the evaluator plans to accomplish spe- fication evaluations and quarterly inspec- cific tests during a normal continuing quali- tions missed during the period of inactivity.

fication evaluation that requires the use of For example, if the FTD were out of service special equipment or technicians, the spon- for a 1 year period, it would be necessary to sor will be notified as far in advance of the complete the entire QTG, since all of the evaluation as practical; but not less than 72 quarterly evaluations would have been hours. Examples of such tests include missed. The responsible Flight Standards of- latencies, control sweeps, or motion or vis- fice will also consider how the FTD was ual system tests.

stored, whether parts were removed from the g. The continuing qualification evalua- FTD and whether the FTD was disassembled.

tions described in § 60.19(b) will normally re- j. The FTD will normally be requalified quire 4 hours of FTD time. However, flexi- using the FAA-approved MQTG and the cri- bility is necessary to address abnormal situ- teria that was in effect prior to its removal ations or situations involving aircraft with from qualification. However, inactive periods additional levels of complexity (e.g., com- of 2 years or more will require re-qualifica- puter controlled aircraft). The sponsor tion under the standards in effect and cur- should anticipate that some tests may re- rent at the time of requalification.

quire additional time. The continuing quali- fication evaluations will consist of the fol- E ND INFORMATION lowing: (1) Review of the results of the quarterly llllllllllllllllllllllll inspections conducted by the sponsor since 14. I NSPECTION , CONTINUING Q UALIFICATION , the last scheduled continuing qualification E VALUATION , AND M AINTENANCE R EQUIRE - evaluation.

MENTS (§ 60.19).

(2) A selection of approximately 8 to 15 ob- jective tests from the MQTG that provide an llllllllllllllllllllllll adequate opportunity to evaluate the per- formance of the FTD. The tests chosen will B EGIN QPS R EQUIREMENT be performed either automatically or manu- a. The sponsor must conduct a minimum of ally and should be able to be conducted with- four evenly spaced inspections throughout in approximately one-third (1/3) of the allot- the year. The objective test sequence and ted FTD time.

content of each inspection in this sequence (3) A subjective evaluation of the FTD to must be developed by the sponsor and must perform a representative sampling of the be acceptable to the responsible Flight tasks set out in attachment 3 of this appen- Standards office. dix. This portion of the evaluation should

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. B

take approximately two-thirds (2/3) of the al- appendix for a sample index of effective lotted FTD time. FSTD Directives.

(4) An examination of the functions of the E ND I NFORMATION FTD may include the motion system, visual system, sound system as applicable, instruc- llllllllllllllllllllllll tor operating station, and the normal func- tions and simulated malfunctions of the air- 18. O PERATION WITH M ISSING , M ALFUNC - plane systems. This examination is normally TIONING , OR I NOPERATIVE C OMPONENTS accomplished simultaneously with the sub- (§ 60.25) jective evaluation requirements.

llllllllllllllllllllllll h. The requirement established in § 60.19(b)(4) regarding the frequency of re- B EGIN INFORMATION sponsible Flight Standards office-conducted continuing qualification evaluations for each a. The sponsor’s responsibility with respect FTD is typically 12 months. However, the es- to § 60.25(a) is satisfied when the sponsor fair- tablishment and satisfactory implementa- ly and accurately advises the user of the cur- tion of an approved QMS for a sponsor will rent status of an FTD, including any miss- provide a basis for adjusting the frequency of ing, malfunctioning, or inoperative (MMI) evaluations to exceed 12-month intervals.

component(s).

b. It is the responsibility of the instructor, 15. L OGGING FTD D ISCREPANCIES (§ 60.20) check airman, or representative of the ad- No additional regulatory or informational ministrator conducting training, testing, or material applies to § 60.20. Logging FTD Dis- checking to exercise reasonable and prudent crepancies.

judgment to determine if any MMI compo- nent is necessary for the satisfactory com- 16. I NTERIM Q UALIFICATION OF FTD S FOR N EW pletion of a specific maneuver, procedure, or A IRPLANE T YPES OR M ODELS (§ 60.21) task.

No additional regulatory or informational c. If the 29th or 30th day of the 30-day pe- material applies to § 60.21, Interim Qualifica- riod described in 60.25(b) is on a Saturday, a tion of FTDs for New Airplane Types or Mod- Sunday, or a holiday, the FAA will extend els.

the deadline until the next business day.

d. In accordance with the authorization de- E ND INFORMATION scribed in § 60.25(b), the sponsor may develop llllllllllllllllllllllll a discrepancy prioritizing system to accom- plish repairs based on the level of impact on 17. M ODIFICATIONS TO FTD S (§ 60.23) the capability of the FTD. Repairs having a larger impact on the FTD’s ability to pro- llllllllllllllllllllllll vide the required training, evaluation, or B EGIN QPS R EQUIREMENTS flight experience will have a higher priority for repair or replacement.

a. The notification described in § 60.23(c)(2) must include a complete description of the E ND I NFORMATION planned modification, with a description of the operational and engineering effect the llllllllllllllllllllllll proposed modification will have on the oper- 19. A UTOMATIC L OSS OF Q UALIFICATION AND ation of the FTD and the results that are ex- ROCEDURES FOR R ESTORATION OF Q UALI - pected with the modification incorporated. P FICATION (§ 60.27) b. Prior to using the modified FTD: (1) All the applicable objective tests com- llllllllllllllllllllllll pleted with the modification incorporated, including any necessary updates to the B EGIN INFORMATION MQTG (e.g., accomplishment of FSTD Direc- tives) must be acceptable to the responsible If the sponsor provides a plan for how the Flight Standards office; and FTD will be maintained during its out-of- (2) The sponsor must provide the respon- service period (e.g., periodic exercise of me- sible Flight Standards office with a state- chanical, hydraulic, and electrical systems; ment signed by the MR that the factors list- routine replacement of hydraulic fluid; con- ed in § 60.15(b) are addressed by the appro- trol of the environmental factors in which priate personnel as described in that section.

the FTD is to be maintained) there is a greater likelihood that the responsible E ND QPS R EQUIREMENTS Flight Standards office will be able to deter- mine the amount of testing that required for llllllllllllllllllllllll requalification.

B EGIN INFORMATION E ND I NFORMATION c. FSTD Directives are considered modi- fication of an FTD. See Attachment 4 of this llllllllllllllllllllllll

Federal Aviation Administration, DOT Pt. 60, App. B

20. O THER L OSSES OF Q UALIFICATION AND P RO - B EGIN INFORMATION CEDURES FOR R ESTORATION OF Q UALIFICA - a. The following is a general description of TION (§ 60.29) each level of FTD. Detailed standards and llllllllllllllllllllllll tests for the various levels of FTDs are fully defined in Attachments 1 through 3 of this B EGIN INFORMATION appendix.

(1) Level 4. A device that may have an open If the sponsor provides a plan for how the airplane-specific flight deck area, or an en- FTD will be maintained during its out-of- closed airplane-specific flight deck and at service period (e.g., periodic exercise of me- least one operating system. Air/ground logic chanical, hydraulic, and electrical systems; is required (no aerodynamic programming routine replacement of hydraulic fluid; con- required). All displays may be flat/LCD panel trol of the environmental factors in which representations or actual representations of the FTD is to be maintained) there is a displays in the aircraft. All controls, switch- greater likelihood that the responsible es, and knobs may be touch sensitive activa- Flight Standards office will be able to deter- tion (not capable of manual manipulation of mine the amount of testing that required for the flight controls) or may physically rep- requalification.

licate the aircraft in control operation.

(2) Level 5. A device that may have an open E ND INFORMATION airplane-specific flight deck area, or an en- closed airplane-specific flight deck; generic llllllllllllllllllllllll aerodynamic programming; at least one op- erating system; and control loading that is 21. R ECORDKEEPING AND R EPORTING (§ 60.31) representative of the simulated airplane llllllllllllllllllllllll only at an approach speed and configuration.

All displays may be flat/LCD panel represen- B EGIN QPS R EQUIREMENTS tations or actual representations of displays in the aircraft. Primary and secondary flight a. FTD modifications can include hardware controls (e.g., rudder, aileron, elevator, flaps, or software changes. For FTD modifications spoilers/speed brakes, engine controls, land- involving software programming changes, ing gear, nosewheel steering, trim, brakes) the record required by § 60.31(a)(2) must con- must be physical controls. All other con- sist of the name of the aircraft system soft- trols, switches, and knobs may be touch sen- ware, aerodynamic model, or engine model sitive activation.

change, the date of the change, a summary (3) Level 6. A device that has an enclosed of the change, and the reason for the change.

airplane-specific flight deck; airplane-spe- b. If a coded form for record keeping is cific aerodynamic programming; all applica- used, it must provide for the preservation ble airplane systems operating; control load- and retrieval of information with appro- ing that is representative of the simulated priate security or controls to prevent the in- airplane throughout its ground and flight en- appropriate alteration of such records after velope; and significant sound representation.

the fact.

All displays may be flat/LCD panel represen- tations or actual representations of displays E ND QPS R EQUIREMENTS in the aircraft, but all controls, switches, llllllllllllllllllllllll and knobs must physically replicate the air- craft in control operation.

22. A PPLICATIONS , L OGBOOKS , R EPORTS , AND R ECORDS : FRAUD , F ALSIFICATION , OR I NCOR - E ND I NFORMATION RECT S TATEMENTS (§ 60.33) llllllllllllllllllllllll llllllllllllllllllllllll (4) Level 7. A Level 7 device is one that has B EGIN INFORMATION an enclosed airplane-specific flight deck and aerodynamic program with all applicable No additional regulatory or informational airplane systems operating and control load- material applies to § 60.33, Applications, ing that is representative of the simulated Logbooks, Reports, and Records: Fraud, Fal- airplane throughout its ground and flight en- sification, or Incorrect Statements.

velope and significant sound representation.

All displays may be flat/LCD panel represen- E ND INFORMATION tations or actual representations of displays llllllllllllllllllllllll in the aircraft, but all controls, switches, and knobs must physically replicate the air- 23. [R ESERVED ] craft in control operation. It also has a vis- ual system that provides an out-of-the-flight 24. L EVELS OF FTD.

deck view, providing cross-flight deck view- llllllllllllllllllllllll ing (for both pilots simultaneously) of a

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field-of-view of at least 180 ° horizontally and B EGIN INFORMATION 40 ° vertically.

2. D ISCUSSION 25. FTD Q UALIFICATION ON THE B ASIS OF A BI- a. This attachment describes the general LATERAL A VIATION S AFETY A GREEMENT requirements for qualifying Level 4 through (BASA) (§ 60.37) Level 6 FTDs. The sponsor should also con- llllllllllllllllllllllll sult the objectives tests in Attachment 2 of this appendix and the examination of func- B EGIN INFORMATION tions and subjective tests listed in Attach- ment 3 of this appendix to determine the No additional regulatory or informational complete requirements for a specific level material applies to § 60.37, FTD Qualification FTD.

on the Basis of a Bilateral Aviation Safety b. The material contained in this attach- Agreement (BASA).

ment is divided into the following cat- egories: E ND INFORMATION (1) General Flight deck Configuration.

llllllllllllllllllllllll (2) Programming.

(3) Equipment Operation.

ATTACHMENT 1 TO A PPENDIX B TO P ART 60— (4) Equipment and facilities for instructor/ G ENERAL FTD REQUIREMENTS evaluator functions.

llllllllllllllllllllllll (5) Motion System.

(6) Visual System.

BEGIN QPS R EQUIREMENTS (7) Sound System.

c. Table B1A provides the standards for the 1. R EQUIREMENTS General FTD Requirements.

a. Certain requirements included in this d. Table B1B provides the tasks that the appendix must be supported with an SOC as sponsor will examine to determine whether defined in Appendix F, which may include the FTD satisfactorily meets the require- objective and subjective tests. The require- ments for flight crew training, testing, and ments for SOCs are indicated in the ‘‘General experience, and provides the tasks for which FTD Requirements’’ column in Table B1A of the simulator may be qualified.

this appendix.

e. Table B1C provides the functions that an b. Table B1A describes the requirements instructor/check airman must be able to con- for the indicated level of FTD. Many devices trol in the simulator.

include operational systems or functions f. It is not required that all of the tasks that exceed the requirements outlined in that appear on the List of Qualified Tasks this section. In any event, all systems will be (part of the SOQ) be accomplished during the tested and evaluated in accordance with this initial or continuing qualification evalua- appendix to ensure proper operation. tion.

E ND QPS R EQUIREMENTS E ND I NFORMATION llllllllllllllllllllllll llllllllllllllllllllllll

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T ABLE B1C—T ABLE OF FTD S YSTEM T ASKS QPS REQUIREMENTS QPS Requirements Information Subjective Requirements In order to be qualified at the FTD qualification FTD level Entry No. level indicated, the FTD must be able to per- Notes form at least the tasks associated with that level of qualification. 4 5 6 1. Instructor Operating Station (IOS).

1.a. ............. Power switch(es) ................................................. X X X 1.b. ............. Airplane conditions .............................................. A X X e.g., GW, CG, Fuel loading, Systems, Ground Crew.

1.c. ............. Airports/Runways ................................................ X X X e.g., Selection and Presets; Surface and Light- ing controls if equipped with a visual system.

1.d. ............. Environmental controls ........................................ X X X e.g., Temp, Wind.

1.e. ............. Airplane system malfunctions (Insertion/deletion) A X X 1.f. ............. Locks, Freezes, and Repositioning ..................... X X X 1.g. ............. Sound Controls. (On/off/adjustment) ................... X X X 1.h. ............. Motion/Control Loading System, as appropriate. A A A On/off/emergency stop.

2. Observer Seats/Stations.

2.a. ............. Position/Adjustment/Positive restraint system .... X X X Note 1: An ‘‘A’’ in the table indicates that the system, task, or procedure, although not required to be present, may be exam- ined if the appropriate system is in the FTD and is working properly.

A TTACHMENT 2 TO A PPENDIX B TO P ART 60— A2A, and the objective tests in Appendix B, F LIGHT T RAINING D EVICE (FTD) O BJECTIVE Attachment 2, Table B2A, is identical. How- T ESTS ever, each test required for FFSs is not nec- essarily required for FTDs. Also, each test llllllllllllllllllllllll required for FTDs is not necessarily required B EGIN INFORMATION for FFSs. Therefore, when a test number (or series of numbers) is not required, the term 1. D ISCUSSION ‘‘Reserved’’ is used in the table at that loca- tion. Following this numbering format pro- a. For the purposes of this attachment, the vides a degree of commonality between the flight conditions specified in the Flight Con- two tables and substantially reduces the po- ditions Column of Table B2A, are defined as follows: tential for confusion when referring to objec- (1) Ground—on ground, independent of air- tive test numbers for either FFSs or FTDs.

plane configuration; c. The reader is encouraged to review the (2) Take-off—gear down with flaps/slats in Airplane Flight Simulator Evaluation Hand- any certified takeoff position; book, Volumes I and II, published by the (3) First segment climb—gear down with Royal Aeronautical Society, London, UK, flaps/slats in any certified takeoff position and FAA AC 25–7, as amended, Flight Test (normally not above 50 ft AGL); Guide for Certification of Transport Cat- (4) Second segment climb—gear up with egory Airplanes, and AC 23–8, as amended, flaps/slats in any certified takeoff position Flight Test Guide for Certification of Part 23 (normally between 50 ft and 400 ft AGL); Airplanes, for references and examples re- (5) Clean—flaps/slats retracted and gear up; garding flight testing requirements and tech- (6) Cruise—clean configuration at cruise niques.

altitude and airspeed; d. If relevant winds are present in the ob- (7) Approach—gear up or down with flaps/ jective data, the wind vector should be clear- slats at any normal approach position as rec- ly noted as part of the data presentation, ex- ommended by the airplane manufacturer; pressed in conventional terminology, and re- and lated to the runway being used for the test.

(8) Landing—gear down with flaps/slats in e. A Level 4 FTD does not require objective any certified landing position.

b. The format for numbering the objective tests and therefore, Level 4 is not addressed tests in Appendix A, Attachment 2, Table in the following table.

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E ND INFORMATION be justified by providing a comparison of other related variables for the condition llllllllllllllllllllllll being assessed.

e. It is not acceptable to program the FTD B EGIN QPS R EQUIREMENTS so that the mathematical modeling is cor- 2. T EST R EQUIREMENTS rect only at the validation test points. Un- less otherwise noted, FTD tests must rep- a. The ground and flight tests required for resent airplane performance and handling qualification are listed in Table B2A Objec- qualities at operating weights and centers of tive Tests. Computer generated FTD test re- gravity (CG) typical of normal operation.

sults must be provided for each test except FTD tests at extreme weight or CG condi- where an alternate test is specifically au- tions may be acceptable where required for thorized by the responsible Flight Standards concurrent aircraft certification testing.

office. If a flight condition or operating con- Tests of handling qualities must include val- dition is required for the test but does not idation of augmentation devices.

apply to the airplane being simulated or to f. When comparing the parameters listed to the qualification level sought, it may be dis- those of the airplane, sufficient data must regarded (e.g., an engine out missed ap- also be provided to verify the correct flight proach for a single-engine airplane; a maneu- condition and airplane configuration ver using reverse thrust for an airplane with- changes. For example, to show that control out reverse thrust capability). Each test re- force is within the parameters for a static sult is compared against the validation data stability test, data to show the correct air- described in § 60.13, and in Appendix B. The speed, power, thrust or torque, airplane con- results must be produced on an appropriate figuration, altitude, and other appropriate recording device acceptable to the respon- datum identification parameters must also sible Flight Standards office and must in- be given. If comparing short period dynam- clude FTD number, date, time, conditions, ics, normal acceleration may be used to es- tolerances, and appropriate dependent vari- tablish a match to the airplane, but airspeed, ables portrayed in comparison to the valida- altitude, control input, airplane configura- tion data. Time histories are required unless tion, and other appropriate data must also otherwise indicated in Table B2A. All results be given. If comparing landing gear change must be labeled using the tolerances and dynamics, pitch, airspeed, and altitude may units given.

be used to establish a match to the airplane, b. Table B2A in this attachment sets out but landing gear position must also be pro- the test results required, including the pa- vided. All airspeed values must be properly rameters, tolerances, and flight conditions annotated (e.g., indicated versus calibrated).

for FTD validation. Tolerances are provided In addition, the same variables must be used for the listed tests because mathematical for comparison (e.g., compare inches to modeling and acquisition and development of inches rather than inches to centimeters).

reference data are often inexact. All toler- g. The QTG provided by the sponsor must ances listed in the following tables are ap- clearly describe how the FTD will be set up plied to FTD performance. When two toler- and operated for each test. Each FTD sub- ance values are given for a parameter, the system may be tested independently, but less restrictive may be used unless otherwise overall integrated testing of the FTD must indicated. In those cases where a tolerance is be accomplished to assure that the total expressed only as a percentage, the tolerance FTD system meets the prescribed standards.

percentage applies to the maximum value of A manual test procedure with explicit and that parameter within its normal operating detailed steps for completing each test must range as measured from the neutral or zero also be provided.

position unless otherwise indicated.

h. For previously qualified FTDs, the tests c. Certain tests included in this attach- and tolerances of this attachment may be ment must be supported with a SOC. In used in subsequent continuing qualification Table B2A, requirements for SOCs are indi- evaluations for any given test if the sponsor cated in the ‘‘Test Details’’ column.

has submitted a proposed MQTG revision to d. When operational or engineering judg- the responsible Flight Standards office and ment is used in making assessments for has received responsible Flight Standards of- flight test data applications for FTD valid- fice approval.

ity, such judgment may not be limited to a single parameter. For example, data that ex- i. FTDs are evaluated and qualified with an hibit rapid variations of the measured pa- engine model simulating the airplane data rameters may require interpolations or a supplier’s flight test engine. For qualifica- ‘‘best fit’’ data section. All relevant param- tion of alternative engine models (either eters related to a given maneuver or flight variations of the flight test engines or other condition must be provided to allow overall manufacturer’s engines) additional tests interpretation. When it is difficult or impos- with the alternative engine models may be sible to match FTD to airplane data required. This attachment contains guide- throughout a time history, differences must lines for alternative engines.

Federal Aviation Administration, DOT Pt. 60, App. B

j. Testing Computer Controlled Aircraft the sponsor and the responsible Flight (CCA) simulators, or other highly augmented Standards office on a case-by-case basis.

airplane simulators, flight test data is re- l. Some tests will not be required for air- quired for the Normal (N) and/or Non-normal planes using airplane hardware in the FTD (NN) control states, as indicated in this at- flight deck (e.g., ‘‘side stick controller’’).

tachment. Where test results are inde- These exceptions are noted in Section 2 pendent of control state, Normal or Non-nor- ‘‘Handling Qualities’’ in Table B2A of this at- mal control data may be used. All tests in tachment. However, in these cases, the spon- Table B2A require test results in the Normal sor must provide a statement that the air- control state unless specifically noted other- plane hardware meets the appropriate manu- wise in the Test Details section following the facturer’s specifications and the sponsor CCA designation. The responsible Flight must have supporting information to that Standards office will determine what tests fact available for responsible Flight Stand- are appropriate for airplane simulation data.

ards office review.

When making this determination, the re- m. For objective test purposes, see Appen- sponsible Flight Standards office may re- dix F of this part for the definitions of ‘‘Near quire other levels of control state degrada- maximum,’’ ‘‘Light,’’ and ‘‘Medium’’ gross tion for specific airplane tests. Where Non- weight.

normal control states are required, test data END QPS R EQUIREMENTS must be provided for one or more Non-nor- mal control states, and must include the llllllllllllllllllllllll least augmented state. Where applicable, flight test data must record Normal and B EGIN INFORMATION Non-normal states for: n. In those cases where the objective test (1) Pilot controller deflections or electroni- results authorize a ‘‘snapshot test’’ or a ‘‘se- cally generated inputs, including location of ries of snapshot test results’’ in lieu of a input; and time-history result, the sponsor or other (2) Flight control surface positions unless data provider must ensure that a steady test results are not affected by, or are inde- state condition exists at the instant of time pendent of, surface positions.

captured by the ‘‘snapshot.’’ The steady k. Tests of handling qualities must include state condition must exist from 4 seconds validation of augmentation devices. FTDs prior to, through 1 second following, the in- for highly augmented airplanes will be vali- stant of time captured by the snap shot.

dated both in the unaugmented configura- o. Refer to AC 120–27, ‘‘Aircraft Weight and tion (or failure state with the maximum per- Balance’’ and FAA–H–8083–1, ‘‘Aircraft mitted degradation in handling qualities) Weight and Balance Handbook’’ for more in- and the augmented configuration. Where formation.

various levels of handling qualities result from failure states, validation of the effect E ND I NFORMATION of the failure is necessary. Requirements for testing will be mutually agreed to between llllllllllllllllllllllll

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llllllllllllllllllllllll use FAA accepted flight test data for com- parison purposes for those tests.

B EGIN INFORMATION c. Sponsors using the data from Tables B2B through B2E must comply with the fol- 3. F OR ADDITIONAL INFORMATION ON THE FOL - lowing: LOWING TOPICS , PLEASE REFER TO A PPENDIX (1) Submit a complete QTG, including re- A, A TTACHMENT 2, AND THE INDICATED PARA - sults from all of the objective tests appro- GRAPH WITHIN THAT ATTACHMENT priate for the level of qualification sought as • Control Dynamics, paragraph 4.

set out in Table B2A. The QTG must high- • Motion System, paragraph 6. light those results that demonstrate the per- • Sound System, paragraph 7.

formance of the FTD is within the allowable • Engineering Simulator Validation Data, performance ranges indicated in Tables B2B paragraph 9. through B2E, as appropriate.

• Validation Test Tolerances, paragraph (2) The QTG test results must include all 11.

relevant information concerning the condi- • Validation Data Road Map, paragraph 12. tions under which the test was conducted; • Acceptance Guidelines for Alternative e.g. , gross weight, center of gravity, airspeed, Engines Data, paragraph 13. power setting, altitude (climbing, descend- ing, or level), temperature, configuration, • Acceptance Guidelines for Alternative Avionics, paragraph 14. and any other parameter that impacts the • Transport Delay Testing, paragraph 15. conduct of the test.

(3) The test results become the validation • Continuing Qualification Evaluation Val- idation Data Presentation, paragraph 16. data against which the initial and all subse- quent continuing qualification evaluations E ND INFORMATION are compared. These subsequent evaluations will use the tolerances listed in Table B2A.

llllllllllllllllllllllll (4) Subjective testing of the device must be 4. A LTERNATIVE O BJECTIVE D ATA FOR FTD performed to determine that the device per- L EVEL 5 forms and handles like an airplane within the appropriate set of airplanes.

llllllllllllllllllllllll E ND QPS R EQUIREMENTS B EGIN QPS R EQUIREMENTS llllllllllllllllllllllll a. This paragraph (including the following tables) is relevant only to FTD Level 5. It is B EGIN INFORMATION provided because this level is required to d. The reader is encouraged to consult the simulate the performance and handling char- Airplane Flight Simulator Evaluation Hand- acteristics of a set of airplanes with similar book, Volumes I and II, published by the characteristics, such as normal airspeed/alti- Royal Aeronautical Society, London, UK, tude operating envelope and the same num- and AC 25–7, Flight Test Guide for Certifi- ber and type of propulsion systems (engines).

cation of Transport Category Airplanes, and b. Tables B2B through B2E reflect FTD AC 23–8A, Flight Test Guide for Certification performance standards that are acceptable of Part 23 Airplanes, as amended, for ref- to the FAA. A sponsor must demonstrate erences and examples regarding flight test- that a device performs within these param- ing requirements and techniques.

eters, as applicable. If a device does not meet the established performance parameters for E ND I NFORMATION some or for all of the applicable tests listed in Tables B2B through B2E, the sponsor may llllllllllllllllllllllll

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E ND QPS R EQUIREMENTS the Airplane Maintenance Manual, the Air- plane Flight Manual (AFM), Airplane Design llllllllllllllllllllllll Data, the Type Inspection Report (TIR), Cer- tification Data or acceptable supplemental B EGIN QPS R EQUIREMENTS flight test data.

5. A LTERNATIVE D ATA S OURCES , P ROCEDURES , (2) The responsible Flight Standards office AND I NSTRUMENTATION : L EVEL 6 FTD O NLY recommends that use of the alternative in- strumentation noted in Table B2F be coordi- a. Sponsors are not required to use the al- nated with the responsible Flight Standards ternative data sources, procedures, and in- office prior to employment in a flight test or strumentation. However, a sponsor may data gathering effort.

choose to use one or more of the alternative e. The responsible Flight Standards office sources, procedures, and instrumentation de- position regarding the use of these alter- scribed in Table B2F.

native data sources, procedures, and instru- E ND QPS R EQUIREMENTS mentation is based on three primary pre- conditions and presumptions regarding the llllllllllllllllllllllll objective data and FTD aerodynamic pro- gram modeling.

B EGIN INFORMATION (1) Data gathered through the alternative b. It has become standard practice for ex- means does not require angle of attack perienced FTD manufacturers to use such (AOA) measurements or control surface posi- techniques as a means of establishing data tion measurements for any flight test. AOA bases for new FTD configurations while can be sufficiently derived if the flight test awaiting the availability of actual flight test program insures the collection of acceptable data; and then comparing this new data with level, unaccelerated, trimmed flight data.

the newly available flight test data. The re- Angle of attack may be validated by con- sults of such comparisons have, as reported ducting the three basic ‘‘fly-by’’ trim tests.

by some recognized and experienced simula- The FTD time history tests should begin in tion experts, become increasingly consistent level, unaccelerated, and trimmed flight, and and indicate that these techniques, applied the results should be compared with the with appropriate experience, are becoming flight test pitch angle.

dependably accurate for the development of (2) A simulation controls system model aerodynamic models for use in Level 6 FTDs.

should be rigorously defined and fully ma- c. In reviewing this history, the respon- ture. It should also include accurate gearing sible Flight Standards office has concluded and cable stretch characteristics (where ap- that, with proper care, those who are experi- plicable) that are determined from actual enced in the development of aerodynamic aircraft measurements. Such a model does models for FTD application can successfully not require control surface position measure- use these modeling techniques to acceptably ments in the flight test objective data for alter the method by which flight test data Level 6 FTD applications.

may be acquired and, when applied to Level f. Table B2F is not applicable to Computer 6 FTDs, does not compromise the quality of Controlled Aircraft FTDs.

that simulation.

g. Utilization of these alternate data d. The information in the table that fol- sources, procedures, and instrumentation lows (Table of Alternative Data Sources, does not relieve the sponsor from compliance Procedures, and Information: Level 6 FTD with the balance of the information con- Only) is presented to describe an acceptable tained in this document relative to Level 6 alternative to data sources for Level 6 FTD FTDs.

modeling and validation, and an acceptable h. The term ‘‘inertial measurement sys- alternative to the procedures and instrumen- tem’’ allows the use of a functional global tation found in the flight test methods tradi- positioning system (GPS).

tionally accepted for gathering modeling and validation data.

E ND I NFORMATION (1) Alternative data sources that may be used for part or all of a data requirement are llllllllllllllllllllllll

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T ABLE B2F—A LTERNATIVE D ATA S OURCES , P ROCEDURES , AND INSTRUMENTATION LEVEL 6 FTD QPS Requirements Information The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix B are not used.

Objective test reference number Notes Alternative data sources, procedures, and instrumentation and title 1.b.1. ................................................ Data may be acquired through a synchronized video recording of a This test is re- Performance. stop watch and the calibrated airplane airspeed indicator. Hand- quired only if Takeoff. record the flight conditions and airplane configuration. RTO is Ground acceleration time. sought.

1.b.7. ................................................ Data may be acquired through a synchronized video recording of a This test is re- Performance. stop watch and the calibrated airplane airspeed indicator. Hand- quired only if Takeoff. record the flight conditions and airplane configuration. RTO is Rejected takeoff. sought.

1.c.1. ................................................ Data may be acquired with a synchronized video of calibrated airplane Performance. instruments and engine power throughout the climb range.

Climb.

Normal climb all engines operating.

1.f.1. ................................................. Data may be acquired with a synchronized video recording of engine Performance. instruments and throttle position.

Engines.

Acceleration 1.f.2. ................................................. Data may be acquired with a synchronized video recording of engine Performance. instruments and throttle position.

Engines.

Deceleration 2.a.1.a. Handling qualities. Static Surface position data may be acquired from flight data recorder (FDR) For airplanes control tests. Pitch controller posi- sensor or, if no FDR sensor, at selected, significant column positions with reversible tion vs. force and surface position (encompassing significant column position data points), acceptable control sys- calibration. to the responsible Flight Standards office, using a control surface tems, surface protractor on the ground. Force data may be acquired by using a position data hand held force gauge at the same column position data points.. acquisition should be ac- complished with winds less than 5 kts.

2.a.2.a. Handling qualities. Static Surface position data may be acquired from flight data recorder (FDR) For airplanes control tests. Wheel position vs. sensor or, if no FDR sensor, at selected, significant wheel positions with reversible force and surface position calibra- (encompassing significant wheel position data points), acceptable to control sys- tion.. the responsible Flight Standards office, using a control surface pro- tems, surface tractor on the ground. Force data may be acquired by using a hand position data held force gauge at the same wheel position data points.. acquisition should be ac- complished with winds less than 5 kts.

2.a.3.a. Handling qualities. Static Surface position data may be acquired from flight data recorder (FDR) For airplanes control tests. Rudder pedal posi- sensor or, if no FDR sensor, at selected, significant rudder pedal po- with reversible tion vs. force and surface position sitions (encompassing significant rudder pedal position data points), control sys- calibration.. acceptable to the responsible Flight Standards office, using a control tems, surface surface protractor on the ground. Force data may be acquired by position data using a hand held force gauge at the same rudder pedal position acquisition data points.. should be ac- complished with winds less than 5 kts.

2.a.4. ................................................ Breakout data may be acquired with a hand held force gauge. The re- Handling qualities. mainder of the force to the stops may be calculated if the force Static control tests. gauge and a protractor are used to measure force after breakout for Nosewheel steering force. at least 25% of the total displacement capability.

2.a.5. ................................................

Data may be acquired through the use of force pads on the rudder Handling qualities.

pedals and a pedal position measurement device, together with de- Static control tests. sign data for nosewheel position.

Rudder pedal steering calibration.

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T ABLE B2F—A LTERNATIVE D ATA S OURCES , P ROCEDURES , AND INSTRUMENTATION L EVEL 6 FTD— Continued QPS Requirements Information The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix B are not used.

Objective test reference number Notes Alternative data sources, procedures, and instrumentation and title 2.a.6. ................................................ Data may be acquired through calculations.

Handling qualities.

Static control tests.

Pitch trim indicator vs. surface posi- tion calibration.

2.a.8. ................................................

Data may be acquired through the use of a temporary throttle quadrant Handling qualities. scale to document throttle position. Use a synchronized video to Static control tests. record steady state instrument readings or hand-record steady state Alignment of power lever angle vs. engine performance readings.

selected engine parameter (e.g., , Torque, Manifold pres- EPR, N 1 sure).

2.a.9. ................................................ Use of design or predicted data is acceptable. Data may be acquired Handling qualities. by measuring deflection at ‘‘zero’’ and at ‘‘maximum.’’ Static control tests.

Brake pedal position vs. force.

2.c.1. ................................................ Data may be acquired by using an inertial measurement system and a Power change Handling qualities. synchronized video of the calibrated airplane instruments, throttle po- dynamics test Longitudinal control tests. sition, and the force/position measurements of flight deck controls. is acceptable Power change force. using the same data ac- quisition methodology.

2.c.2. ................................................ Data may be acquired by using an inertial measurement system and a Flap/slat change Handling qualities. synchronized video of calibrated airplane instruments, flap/slat posi- dynamics test Longitudinal control tests. tion, and the force/position measurements of flight deck controls. is acceptable Flap/slat change force. using the same data ac- quisition methodology.

2.c.4. ................................................ Data may be acquired by using an inertial measurement system and a Gear change dy- Handling qualities. synchronized video of the calibrated airplane instruments, gear posi- namics test is Longitudinal control tests. tion, and the force/position measurements of flight deck controls. acceptable Gear change force. using the same data ac- quisition methodology.

2.c.5. ................................................ Data may be acquired through use of an inertial measurement system Handling qualities. and a synchronized video of flight deck controls position (previously Longitudinal control tests. calibrated to show related surface position) and engine instrument Longitudinal trim. readings.

2.c.6. ................................................ Data may be acquired through the use of an inertial measurement sys- Handling qualities. tem and a synchronized video of the calibrated airplane instruments; Longitudinal control tests. a temporary, high resolution bank angle scale affixed to the attitude Longitudinal maneuvering stability indicator; and a wheel and column force measurement indication.

(stick force/g).

2.c.7. ................................................ Data may be acquired through the use of a synchronized video of the Handling qualities. airplane flight instruments and a hand held force gauge.

Longitudinal control tests.

Longitudinal static stability 2.c.8. ................................................ Data may be acquired through a synchronized video recording of a Airspeeds may Handling qualities. stop watch and the calibrated airplane airspeed indicator. Hand- be cross Longitudinal control tests. record the flight conditions and airplane configuration. checked with Stall Warning (activation of stall those in the warning device). TIR and AFM.

Federal Aviation Administration, DOT Pt. 60, App. B

T ABLE B2F—A LTERNATIVE D ATA S OURCES , P ROCEDURES , AND INSTRUMENTATION L EVEL 6 FTD— Continued QPS Requirements Information The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix B are not used.

Objective test reference number Notes Alternative data sources, procedures, and instrumentation and title 2.c.9.a. ............................................. Data may be acquired by using an inertial measurement system and a Handling qualities. synchronized video of the calibrated airplane instruments and the Longitudinal control tests. force/position measurements of flight deck controls.

Phugoid dynamics.

2.c.10. .............................................. Data may be acquired by using an inertial measurement system and a Handling qualities. synchronized video of the calibrated airplane instruments and the Longitudinal control tests. force/position measurements of flight deck controls.

Short period dynamics.

2.c.11. .............................................. May use design data, production flight test schedule, or maintenance Handling qualities. specification, together with an SOC.

Longitudinal control tests.

Gear and flap/slat operating times.

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

Roll response (rate).

2.d.3. ................................................ Data may be acquired by using an inertial measurement system and a Handling qualities. synchronized video of the calibrated airplane instruments and the Lateral directional tests. force/position measurements of flight deck lateral controls.

(a) Roll overshoot.

OR (b) Roll response to flight deck roll controller step input.

2.d.4. ................................................ Data may be acquired by using an inertial measurement system and a Handling qualities. synchronized video of the calibrated airplane instruments; the force/ Lateral directional tests. position measurements of flight deck controls; and a stop watch.

Spiral stability.

2.d.6.a. ............................................. Data may be acquired by using an inertial measurement system and a Handling qualities. synchronized video of the calibrated airplane instruments; the force/ Lateral directional tests. position measurements of rudder pedals.

Rudder response.

2.d.7. ................................................ Data may be acquired by using an inertial measurement system and a Handling qualities. synchronized video of the calibrated airplane instruments and the Lateral directional tests. force/position measurements of flight deck controls.

Dutch roll, (yaw damper OFF).

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

Steady state sideslip.

A TTACHMENT 3 TO A PPENDIX B TO P ART 60— each required maneuver, procedure, or task; F LIGHT T RAINING D EVICE (FTD) S UBJECTIVE and verifying correct operation of the FTD E VALUATION controls, instruments, and systems. The tasks do not limit or exceed the authoriza- llllllllllllllllllllllll tions for use of a given level of FTD as de- B EGIN INFORMATION scribed on the SOQ or as approved by the TPAA. All items in the following paragraphs 1. D ISCUSSION are subject to examination.

b. All simulated airplane systems func- a. The subjective tests provide a basis for tions will be assessed for normal and, where evaluating the capability of the FTD to per- appropriate, alternate operations. Simulated form over a typical utilization period. The items listed in the Table of Functions and airplane systems are listed separately under Subjective Tests are used to determine ‘‘Any Flight Phase’’ to ensure appropriate whether the FTD competently simulates attention to systems checks. Operational

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. B

navigation systems (including inertial navi- tion. Such an assessment may include a por- gation systems, global positioning systems, tion of a specific operation (e.g., a Line Ori- or other long-range systems) and the associ- ented Flight Training (LOFT) scenario) or special emphasis items in the sponsor’s ated electronic display systems will be eval- training program. Unless directly related to uated if installed. The pilot will include in a requirement for the qualification level, the his report to the TPAA, the effect of the sys- results of such an evaluation would not af- tem operation and any system limitation.

fect the qualification of the FTD.

c. At the request of the TPAA, the Pilot may assess the FTD for a special aspect of a E ND I NFORMATION sponsor’s training program during the func- tions and subjective portion of an evalua- llllllllllllllllllllllll T ABLE B3A—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS L EVEL 6 FTD QPS requirements Entry No. Operations tasks Tasks in this table are subject to evaluation if appropriate for the airplane system or systems simulated as indicated in the SOQ Configuration List as defined in Appendix B, Attachment 2 of this part.

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

2. Surface Operations (pre-takeoff) 2.a. ............ Engine start: 2.a.1. ......... Normal start.

2.a.2. ......... Alternative procedures start.

2.a.3. ......... Abnormal procedures start/shut down.

2.b. ............ Pushback/Powerback (powerback requires visual system).

3. Takeoff (requires appropriate visual system as set out in Table B1A, item 6; Appendix B, Attachment 1.)

3.a. ............ Instrument takeoff: 3.a.1. ......... Engine checks (e.g., engine parameter relationships, propeller/mixture controls).

3.a.2. ......... Acceleration characteristics.

3.a.3. ......... Nosewheel/rudder steering.

3.a.4. ......... Landing gear, wing flap, leading edge device operation.

3.b. ............ Rejected takeoff: 3.b.1. ......... Deceleration characteristics.

3.b.2. ......... Brakes/engine reverser/ground spoiler operation.

3.b.3. ......... Nosewheel/rudder steering.

4. In-Flight Operations 4.a. ............ Normal climb.

4.b. ............ Cruise: 4.b.1. ......... Demonstration of performance characteristics (speed vs. power).

4.b.2. ......... Normal turns.

4.b.3. ......... Demonstration of high altitude handling.

4.b.4. ......... Demonstration of high airspeed handling/overspeed warning.

4.b.5. ......... Demonstration of Mach effects on control and trim.

Federal Aviation Administration, DOT Pt. 60, App. B

T ABLE B3A—T ABLE OF FUNCTIONS AND S UBJECTIVE T ESTS L EVEL 6 FTD—Continued QPS requirements Entry No. Operations tasks 4.b.6. ......... Steep turns.

4.b.7. ......... In-Flight engine shutdown (procedures only).

4.b.8. ......... In-Flight engine restart (procedures only).

4.b.9. ......... Specific flight characteristics.

4.b.10. ....... Response to loss of flight control power.

4.b.11. ....... Response to other flight control system failure modes.

4.b.12. ....... Operations during icing conditions.

4.b.13. ....... Effects of airframe/engine icing.

4.c. ............ Other flight phase: 4.c.1. ......... Approach to stalls in the following configurations: 4.c.1.a. ...... Cruise.

4.c.1.b. ...... Takeoff or approach.

4.c.1.c. ...... Landing.

4.c.2. ......... High angle of attack maneuvers in the following configurations: 4.c.2.a. ...... Cruise.

4.c.2.b. ...... Takeoff or approach.

4.c.2.c. ...... Landing.

4.c.3. ......... Slow flight.

4.c.4. ......... Holding.

5. Approaches 5.a. Non-precision Instrument Approaches: 5.a.1. ......... With use of autopilot and autothrottle, as applicable.

5.a.2. ......... Without use of autopilot and autothrottle, as applicable.

5.a.3. ......... With 10 knot tail wind.

5.a.4. ......... With 10 knot crosswind.

5.b. ............ Precision Instrument Approaches: 5.b.1. ......... With use of autopilot, autothrottle, and autoland, as applicable.

5.b.2. ......... Without use of autopilot, autothrottle, and autoland, as applicable.

5.b.3. ......... With 10 knot tail wind.

5.b.4. ......... With 10 knot crosswind.

6. Missed Approach 6.a. ............ Manually controlled.

6.b. ............ Automatically controlled (if applicable).

7. Any Flight Phase, as appropriate 7.a. ............ Normal system operation (installed systems).

7.b. ............ Abnormal/Emergency system operation (installed systems).

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. B

T ABLE B3A—T ABLE OF FUNCTIONS AND S UBJECTIVE T ESTS L EVEL 6 FTD—Continued QPS requirements Entry No. Operations tasks 7.c. ............ Flap operation.

7.d. ............ Landing gear operation.

7.e. ............ Engine Shutdown and Parking.

7.e.1. ......... Systems operation.

7.e.2. ......... Parking brake operation.

8. Instructor Operating Station (IOS), as appropriate. Functions in this section are subject to evaluation only if appropriate for the airplane and/or installed on the specific FTD involved 8.a. ............ Power Switch(es).

8.b. ............ Airplane conditions.

8.b.1. ......... Gross weight, center of gravity, and fuel loading and allocation.

8.b.2. ......... Airplane systems status.

8.b.3. ......... Ground crew functions (e.g., external power, push back).

8.c. ............ Airports.

8.c.1. ......... Selection.

8.c.2. ......... Runway selection.

8.c.3. ......... Preset positions (e.g., ramp, over FAF).

8.d. ............ Environmental controls.

8.d.1. ......... Temperature.

8.d.2. ......... Climate conditions (e.g., ice, rain).

8.d.3. ......... Wind speed and direction.

8.e. ............ Airplane system malfunctions.

8.e.1. ......... Insertion/deletion.

8.e.2. ......... Problem clear.

8.f. ............. Locks, Freezes, and Repositioning.

8.f.1. .......... Problem (all) freeze/release.

8.f.2. .......... Position (geographic) freeze/release.

8.f.3. .......... Repositioning (locations, freezes, and releases).

8.f.4. .......... Ground speed control.

8.f.5. .......... Remote IOS, if installed.

9. Sound Controls. On/off/adjustment 10. Control Loading System (as applicable) On/off/emergency stop.

11. Observer Stations.

11.a. .......... Position.

11.b. .......... Adjustments.

End QPS Requirements

Federal Aviation Administration, DOT Pt. 60, App. B

T ABLE B3B—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS L EVEL 5 FTD QPS requirements Operations tasks Entry No. Tasks in this table are subject to evaluation if appropriate for the airplane system or systems simulated as indi- cated in the SOQ Configuration List as defined in Appendix B, Attachment 2 of this part.

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

2. Surface Operations (pre-takeoff) 2.a. ............ Engine start (if installed): 2.a.1. ......... Normal start.

2.a.2. ......... Alternative procedures start.

2.a.3. ......... Abnormal/Emergency procedures start/shut down.

3. In-Flight Operations 3.a. ............ Normal climb.

3.b. ............ Cruise: 3.b.1. ......... Performance characteristics (speed vs. power).

3.b.2. ......... Normal turns.

3.c. ............ Normal descent.

4. Approaches 4.a. ............ Coupled instrument approach maneuvers (as applicable for the systems installed).

5. Any Flight Phase 5.a. ............ Normal system operation (Installed systems).

5.b. ............ Abnormal/Emergency system operation (Installed systems).

5.c. ............ Flap operation.

5.d. ............ Landing gear operation 5.e. ............ Engine Shutdown and Parking (if installed).

5.e.1. ......... Systems operation.

5.e.2. ......... Parking brake operation.

6. Instructor Operating Station (IOS) 6.a. ............ Power Switch(es).

6.b. ............ Preset positions—ground, air.

6.c. ............ Airplane system malfunctions (Installed systems).

6.c.1. ......... Insertion/deletion.

6.c.2. ......... Problem clear.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. B

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A TTACHMENT 4 TO A PPENDIX B TO P ART 60— Figure B4E Sample Statement of Qualifica- S AMPLE D OCUMENTS tion—Certificate Figure B4F Sample Statement of Qualifica- llllllllllllllllllllllll tion—Configuration List B EGIN INFORMATION Figure B4G Sample Statement of Qualifica- tion—List of Qualified Tasks T ABLE OF C ONTENTS Figure B4H [Reserved] Figure B4I Sample MQTG Index of Effective Title of Sample FTD Directives Figure B4A Sample Letter, Request for Ini- tial, Upgrade, or Reinstatement Evalua- ATTACHMENT 4 TO A PPENDIX B TO P ART 60— tion F IGURE B4A—S AMPLE L ETTER , R EQUEST Figure B4B Attachment: FTD Information FOR I NITIAL , U PGRADE , OR R EINSTATEMENT Form E VALUATION Figure B4C Sample Letter of Compliance Figure B4D Sample Qualification Test INFORMATION Guide Cover Page

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. B

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A TTACHMENT 4 TO A PPENDIX B TO P ART 60— F IGURE B4C—S AMPLE L ETTER OF C OMPLIANCE I NFORMATION

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. B

A TTACHMENT 4 TO A PPENDIX B TO P ART 60— F IGURE B4D—S AMPLE Q UALIFICATION T EST GUIDE C OVER P AGE I NFORMATION

Federal Aviation Administration, DOT Pt. 60, App. B

A TTACHMENT 4 TO A PPENDIX B TO P ART 60— F IGURE B4E—S AMPLE S TATEMENT OF Q UALI - FICATION —C ERTIFICATE I NFORMATION

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. B

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A TTACHMENT 4 TO A PPENDIX B TO P ART 60—F IGURE B4H [RESERVED ]

Federal Aviation Administration, DOT Pt. 60, App. C

[Docket FAA–2002–12461, 73 FR 26490, May 9, 2008, as amended by Docket FAA–2014–0391, Amdt.

60–4, 81 FR 18306, 18307, 18327, and 18376, Mar. 30, 2016; 81 FR 32087, 32110, 32111, and 32165, May 20, 2016; Amdt. 60–6, 83 FR 30275, June 27, 2018; Docket FAA–2022–1355, Amdt. 60–7, 87 FR 75771, Dec. 9, 2022] 7. Additional Responsibilities of the Sponsor (§ 60.9).

A PPENDIX C TO P ART 60—Q UALIFICATION 8. FFS Use (§ 60.11).

P ERFORMANCE STANDARDS FOR H EL- 9. FFS Objective Data Requirements (§ 60.13).

ICOPTER F ULL F LIGHT S IMULATORS 10. Special Equipment and Personnel Re- quirements for Qualification of the FFS llllllllllllllllllllllll (§ 60.14).

11. Initial (and Upgrade) Qualification Re- B EGIN INFORMATION quirements (§ 60.15).

12. Additional Qualifications for a Currently This appendix establishes the standards for Qualified FFS (§ 60.16).

Helicopter FFS evaluation and qualification.

The Flight Standards Service is responsible 13. Previously Qualified FFSs (§ 60.17).

for the development, application, and imple- 14. Inspection, Continuing Qualification mentation of the standards contained within Evaluation, and Maintenance Require- this appendix. The procedures and criteria ments (§ 60.19).

specified in this appendix will be used by the 15. Logging FFS Discrepancies (§ 60.20).

responsible Flight Standards office when 16. Interim Qualification of FFSs for New conducting helicopter FFS evaluations.

Helicopter Types or Models (§ 60.21).

17. Modifications to FFSs (§ 60.23).

T ABLE OF C ONTENTS 18. Operations with Missing, Malfunctioning, 1. Introduction. or Inoperative Components (§ 60.25).

2. Applicability (§ 60.1) and (§ 60.2). 19. Automatic Loss of Qualification and Pro- 3. Definitions (§ 60.3).

cedures for Restoration of Qualification 4. Qualification Performance Standards (§ 60.27).

(§ 60.4).

20. Other Losses of Qualification and Proce- 5. Quality Management System (§ 60.5). dures for Restoration of Qualification (§ 60.29).

6. Sponsor Qualification Requirements (§ 60.7). 21. Record Keeping and Reporting (§ 60.31).

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

22. Applications, Logbooks, Reports, and (11) AC 120–57, as amended, Surface Move- Records: Fraud, Falsification, or Incor- ment Guidance and Control System rect Statements (§ 60.33). (SMGCS).

23. [Reserved] (12) AC 120–63, as amended, Helicopter Sim- 24. [Reserved] ulator Qualification.

25. FFS Qualification on the Basis of a Bilat- (13) AC 150/5300–13, as amended, Airport De- eral Aviation Safety Agreement (BASA) sign.

(§ 60.37).

(14) AC 150/5340–1, as amended, Standards Attachment 1 to Appendix C to Part 60—Gen- for Airport Markings.

eral Simulator Requirements.

(15) AC 150/5340–4, as amended, Installation Attachment 2 to Appendix C to Part 60—FFS Details for Runway Centerline Touchdown Objective Tests.

Zone Lighting Systems.

Attachment 3 to Appendix C to Part 60— (16) AC 150/5340–19, as amended, Taxiway Simulator Subjective Evaluation.

Centerline Lighting System.

Attachment 4 to Appendix C to Part 60— (17) AC 150/5340–24, as amended, Runway Sample Documents.

and Taxiway Edge Lighting System.

Attachment 5 to Appendix C to Part 60— (18) AC 150/5345–28, as amended, Precision FSTD Directives Applicable to Heli- Approach Path Indicator (PAPI) Systems copter FFSs (19) AC 150/5390–2, as amended, Heliport De- sign E ND INFORMATION (20) International Air Transport Associa- llllllllllllllllllllllll tion document, ‘‘Flight Simulator Design and Performance Data Requirements,’’ as 1. I NTRODUCTION amended.

llllllllllllllllllllllll (21) AC 29–2, as amended, Flight Test Guide for Certification of Transport Category B EGIN INFORMATION Rotorcraft.

(22) AC 27–1, as amended, Flight Test Guide a. This appendix contains background in- for Certification of Normal Category Rotor- formation as well as regulatory and inform- craft.

ative material as described later in this sec- (23) International Civil Aviation Organiza- tion. To assist the reader in determining tion (ICAO) Manual of Criteria for the Quali- what areas are required and what areas are fication of Flight Simulators, as amended.

permissive, the text in this appendix is di- (24) Airplane Flight Simulator Evaluation vided into two sections: ‘‘QPS Require- Handbook, Volume I, as amended and Vol- ments’’ and ‘‘Information.’’ The QPS Re- ume II, as amended, The Royal Aeronautical quirements sections contain details regard- Society, London, UK.

ing compliance with the part 60 rule lan- (25) FAA Airman Certification Standards guage. These details are regulatory, but are and Practical Test Standards for Airline found only in this appendix. The Information Transport Pilot, Type Ratings, Commercial sections contain material that is advisory in Pilot, and Instrument Ratings.

nature, and designed to give the user general (26) The FAA Aeronautical Information information about the regulation.

Manual (AIM). An electronic version of the b. [Reserved] AIM is on the Internet at http://www.faa.gov/ c. The responsible Flight Standards office atpubs.

encourages the use of electronic media for all communication, including any record, re- (27) Aeronautical Radio, Inc. (ARINC) doc- port, request, test, or statement required by ument number 436, titled Guidelines For Elec- this appendix. The electronic media used tronic Qualification Test Guide (as amended).

must have adequate security provisions and (28) Aeronautical Radio, Inc. (ARINC) doc- be acceptable to the responsible Flight ument 610, Guidance for Design and Integra- Standards office. tion of Aircraft Avionics Equipment in Simula- d. Related Reading References. tors (as amended).

(1) 14 CFR part 60.

E ND I NFORMATION (2) 14 CFR part 61.

(3) 14 CFR part 63.

llllllllllllllllllllllll (4) 14 CFR part 119.

(5) 14 CFR part 121. 2. A PPLICABILITY (§§ 60.1 AND 60.2) (6) 14 CFR part 125.

llllllllllllllllllllllll (7) 14 CFR part 135.

(8) 14 CFR part 141.

B EGIN INFORMATION (9) 14 CFR part 142.

(10) AC 120–35, as amended, Flightcrew No additional regulatory or informational Member Line Operational Simulations: Line- material applies to § 60.1, Applicability, or to Oriented Flight Training, Special Purpose § 60.2, Applicability of sponsor rules to person Operational Training, Line Operational who are not sponsors and who are engaged in Evaluation. certain unauthorized activities.

Federal Aviation Administration, DOT Pt. 60, App. C

E ND INFORMATION training program for the helicopter simu- lated. This 12-month period is established ac- llllllllllllllllllllllll cording to the following schedule: (i) If the FFS was qualified prior to May 30, 3. D EFINITIONS (§ 60.3) 2008, the 12-month period begins on the date llllllllllllllllllllllll of the first continuing qualification evalua- tion conducted in accordance with § 60.19 B EGIN INFORMATION after May 30, 2008, and continues for each See Appendix F of this part for a list of subsequent 12-month period; definitions and abbreviations from part 1 and (ii) A device qualified on or after May 30, part 60, including the appropriate appendices 2008, will be required to undergo an initial or of part 60.

upgrade evaluation in accordance with § 60.15. Once the initial or upgrade evaluation ND INFORMATION E is complete, the first continuing qualifica- llllllllllllllllllllllll tion evaluation will be conducted within 6 months. The 12 month continuing qualifica- 4. Q UALIFICATION P ERFORMANCE S TANDARDS tion evaluation cycle begins on that date and (§ 60.4) continues for each subsequent 12-month pe- llllllllllllllllllllllll riod.

(b) There is no minimum number of hours B EGIN INFORMATION of FFS use required.

No additional regulatory or informational (c) The identification of the specific FFS material applies to § 60.4, Qualification Per- may change from one 12-month period to the formance Standards.

next 12-month period as long as that sponsor sponsors and uses at least one FFS at least E ND INFORMATION once during the prescribed period.

llllllllllllllllllllllll (2) Example Two.

(a) A sponsor sponsors an additional num- 5. Q UALITY M ANAGEMENT S YSTEM (§ 60.5) ber of FFSs, in its facility or elsewhere.

Each additionally sponsored FFS must be— llllllllllllllllllllllll (i) Used by the sponsor in the sponsor’s B EGIN INFORMATION FAA-approved flight training program for the helicopter simulated (as described in See Appendix E of this part for additional § 60.7(d)(1)); or regulatory and informational material re- (ii) Used by another FAA certificate holder garding Quality Management Systems.

in that other certificate holder’s FAA-ap- E ND INFORMATION proved flight training program for the heli- copter simulated (as described in § 60.7(d)(1)).

llllllllllllllllllllllll This 12-month period is established in the 6. S PONSOR Q UALIFICATION R EQUIREMENTS same manner as in example one; or (§ 60.7) (iii) Provided a statement each year from a qualified pilot, (after having flown the heli- llllllllllllllllllllllll copter, not the subject FFS or another FFS, during the preceding 12-month period) stat- B EGIN INFORMATION ing that the subject FFS’s performance and a. The intent of the language in § 60.7(b) is handling qualities represent the helicopter to have a specific FFS, identified by the (as described in § 60.7(d)(2)). This statement is sponsor, used at least once in an FAA-ap- provided at least once in each 12-month pe- proved flight training program for the heli- riod established in the same manner as in ex- copter simulated during the 12-month period ample one.

described. The identification of the specific (b) There is no minimum number of hours FFS may change from one 12-month period of FFS use required.

to the next 12-month period as long as that (3) Example Three.

sponsor sponsors and uses at least one FFS (a) A sponsor in New York (in this exam- at least once during the prescribed period.

ple, a Part 142 certificate holder) establishes There is no minimum number of hours or ‘‘satellite’’ training centers in Chicago and minimum FFS periods required.

Moscow.

b. The following examples describe accept- able operational practices: (b) The satellite function means that the (1) Example One. Chicago and Moscow centers must operate (a) A sponsor is sponsoring a single, spe- under the New York center’s certificate (in cific FFS for its own use, in its own facility accordance with all of the New York center’s or elsewhere—this single FFS forms the practices, procedures, and policies; e.g. , in- basis for the sponsorship. The sponsor uses structor and/or technician training/checking that FFS at least once in each 12-month pe- requirements, record keeping, QMS pro- riod in that sponsor’s FAA-approved flight gram).

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

(c) All of the FFSs in the Chicago and Mos- (iii) The initial flight conditions.

cow centers could be dry-leased ( i.e. , the cer- (iv) The helicopter configuration, includ- tificate holder does not have and use FAA- ing weight and center of gravity.

approved flight training programs for the (v) The data to be gathered.

FFSs in the Chicago and Moscow centers) be- (vi) All other information necessary to cause— recreate the flight test conditions in the (i) Each FFS in the Chicago center and FFS.

each FFS in the Moscow center is used at (2) Appropriately qualified flight test per- least once each 12-month period by another sonnel.

FAA certificate holder in that other certifi- (3) An understanding of the accuracy of the cate holder’s FAA-approved flight training data to be gathered using appropriate alter- program for the helicopter (as described in native data sources, procedures, and instru- § 60.7(d)(1)); OR mentation that is traceable to a recognized (ii) A statement is obtained from a quali- standard as described in Attachment 2, Table fied pilot (having flown the helicopter, not C2D of this appendix.

the subject FFS or another FFS during the (4) Appropriate and sufficient data acquisi- preceding 12-month period) stating that the tion equipment or system(s), including ap- performance and handling qualities of each propriate data reduction and analysis meth- FFS in the Chicago and Moscow centers rep- ods and techniques, acceptable to the FAA’s resents the helicopter (as described in Aircraft Certification Service.

§ 60.7(d)(2)).

b. The data, regardless of source, must be presented: E ND INFORMATION (1) In a format that supports the FFS vali- llllllllllllllllllllllll dation process; 7. Additional Responsibilities of the Spon- (2) In a manner that is clearly readable and sor (§ 60.9).

annotated correctly and completely; (3) With resolution sufficient to determine B EGIN INFORMATION compliance with the tolerances set forth in The phrase ‘‘as soon as practicable’’ in Attachment 2, Table C2A of this appendix.

§ 60.9(a) means without unnecessarily dis- (4) With any necessary instructions or rupting or delaying beyond a reasonable other details provided, such as Stability time the training, evaluation, or experience Augmentation System (SAS) or throttle po- being conducted in the FFS. sition; and (5) Without alteration, adjustments, or E ND INFORMATION bias. Data may be corrected to address known data calibration errors provided that llllllllllllllllllllllll an explanation of the methods used to cor- 8. FFS U SE (§ 60.11) rect the errors appears in the QTG. The cor- rected data may be re-scaled, digitized, or llllllllllllllllllllllll otherwise manipulated to fit the desired presentation.

B EGIN INFORMATION c. After completion of any additional flight No additional regulatory or informational test, a flight test report must be submitted material applies to § 60.11, FFS Use.

in support of the validation data. The report must contain sufficient data and rationale to E ND INFORMATION support qualification of the FFS at the level llllllllllllllllllllllll requested.

d. As required by § 60.13(f), the sponsor 9. FFS O BJECTIVE D ATA R EQUIREMENTS must notify the responsible Flight Standards (§ 60.13) office when it becomes aware that an addi- llllllllllllllllllllllll tion to, an amendment to, or a revision of data that may relate to FFS performance or B EGIN QPS R EQUIREMENTS handling characteristics is available. The data referred to in this paragraph is data a. Flight test data used to validate FFS used to validate the performance, handling performance and handling qualities must qualities, or other characteristics of the air- have been gathered in accordance with a craft, including data related to any relevant flight test program containing the following: changes occurring after the type certificate (1) A flight test plan consisting of: was issued. The sponsor must— (a) The maneuvers and procedures required (1) Within 10 calendar days, notify the re- for aircraft certification and simulation pro- sponsible Flight Standards office of the ex- gramming and validation (b) For each maneuver or procedure— istence of this data; and (i) The procedures and control input the (2) Within 45 calendar days, notify the re- flight test pilot and/or engineer used. sponsible Flight Standards office of— (ii) The atmospheric and environmental (a) The schedule to incorporate this data conditions. into the FFS; or

Federal Aviation Administration, DOT Pt. 60, App. C

(b) The reason for not incorporating this Standards office recommends that any data data into the FFS. supplier not previously experienced in this e. In those cases where the objective test area review the data necessary for program- results authorize a ‘‘snapshot test’’ or a ‘‘se- ming and for validating the performance of ries of snapshot test results’’ in lieu of a the FFS, and discuss the flight test plan an- time-history result, the sponsor or other ticipated for acquiring such data with the re- sponsible Flight Standards office well in ad- data provider must ensure that a steady vance of commencing the flight tests.

state condition exists at the instant of time i. The responsible Flight Standards office captured by the ‘‘snapshot.’’ The steady will consider, on a case-by-case basis, wheth- state condition must exist from 4 seconds er to approve supplemental validation data prior to, through 1 second following, the in- derived from flight data recording systems stant of time captured by the snap shot.

such as a Quick Access Recorder or Flight E ND QPS R EQUIREMENTS Data Recorder.

llllllllllllllllllllllll E ND I NFORMATION B EGIN INFORMATION 10. S PECIAL E QUIPMENT AND P ERSONNEL R E - QUIREMENTS FOR Q UALIFICATION OF THE FFS f. The FFS sponsor is encouraged to main- (§ 60.14) tain a liaison with the manufacturer of the aircraft being simulated (or with the holder llllllllllllllllllllllll of the aircraft type certificate for the air- craft being simulated if the manufacturer is B EGIN INFORMATION no longer in business), and, if appropriate, a. In the event that the responsible Flight with the person who supplied the aircraft Standards office determines that special data package for the FFS in order to facili- equipment or specifically qualified persons tate the notification required by § 60.13(f).

will be required to conduct an evaluation, g. It is the intent of the responsible Flight the responsible Flight Standards office will Standards office that for new aircraft enter- make every attempt to notify the sponsor at ing service, at a point well in advance of least one (1) week, but in no case less than 72 preparation of the QTG, the sponsor should hours, in advance of the evaluation. Exam- submit to the responsible Flight Standards ples of special equipment include spot office for approval, a descriptive document photometers, flight control measurement de- (see Table C2D, Sample Validation Data vices, and sound analyzers. Examples of spe- Roadmap for Helicopters) containing the cially qualified personnel include individuals plan for acquiring the validation data, in- specifically qualified to install or use any cluding data sources. This document should special equipment when its use is required.

clearly identify sources of data for all re- b. Examples of a special evaluation include quired tests, a description of the validity of an evaluation conducted after an FFS is these data for a specific engine type and moved, at the request of the TPAA, or as a thrust rating configuration, and the revision result of comments received from users of levels of all avionics affecting the perform- the FFS that raise questions about the con- ance or flying qualities of the aircraft. Addi- tinued qualification or use of the FFS.

tionally, this document should provide other information, such as the rationale or expla- END INFORMATION nation for cases where data or data param- llllllllllllllllllllllll eters are missing, instances where engineer- ing simulation data are used or where flight 11. I NITIAL (AND U PGRADE ) Q UALIFICATION test methods require further explanations. It R EQUIREMENTS (§ 60.15) should also provide a brief narrative describ- llllllllllllllllllllllll ing the cause and effect of any deviation from data requirements. The aircraft manu- B EGIN QPS R EQUIREMENTS facturer may provide this document.

h. There is no requirement for any flight a. In order to be qualified at a particular test data supplier to submit a flight test qualification level, the FFS must: plan or program prior to gathering flight (1) Meet the general requirements listed in test data. However, the responsible Flight Attachment 1 of this appendix; Standards office notes that inexperienced (2) Meet the objective testing requirements data gatherers often provide data that is ir- listed in Attachment 2 of this appendix; and relevant, improperly marked, or lacking ade- (3) Satisfactorily accomplish the subjec- quate justification for selection. Other prob- tive tests listed in Attachment 3 of this ap- lems include inadequate information regard- pendix.

ing initial conditions or test maneuvers. The b. The request described in § 60.15(a) must responsible Flight Standards office has been include all of the following: forced to refuse these data submissions as (1) A statement that the FFS meets all of validation data for an FFS evaluation. It is the applicable provisions of this part and all for this reason that the responsible Flight applicable provisions of the QPS.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

(2) A confirmation that the sponsor will separate page for each configuration of the forward to the responsible Flight Standards FFS.

office the statement described in § 60.15(b) in (a) The sponsor’s FFS identification num- such time as to be received no later than 5 ber or code.

business days prior to the scheduled evalua- (b) The helicopter model and series being tion and may be forwarded to the responsible simulated.

(c) The aerodynamic data revision number Flight Standards office via traditional or or reference.

electronic means.

(d) The source of the basic aerodynamic (3) A QTG, acceptable to the responsible model and the aerodynamic coefficient data Flight Standards office, that includes all of used to modify the basic model.

the following: (e) The engine model(s) and its data revi- (a) Objective data obtained from aircraft sion number or reference.

testing or another approved source.

(f) The flight control data revision number (b) Correlating objective test results ob- or reference.

tained from the performance of the FFS as (g) The flight management system identi- prescribed in the appropriate QPS.

fication and revision level.

(c) The result of FFS subjective tests pre- (h) The FFS model and manufacturer.

scribed in the appropriate QPS.

(i) The date of FFS manufacture.

(d) A description of the equipment nec- (j) The FFS computer identification.

essary to perform the evaluation for initial (k) The visual system model and manufac- qualification and the continuing qualifica- turer, including display type.

tion evaluations.

(l) The motion system type and manufac- c. The QTG described in paragraph (a)(3) of turer, including degrees of freedom.

this section, must provide the documented (4) A Table of Contents.

proof of compliance with the simulator ob- (5) A log of revisions and a list of effective jective tests in Attachment 2, Table C2A of pages.

this appendix.

(6) List of all relevant data references.

d. The QTG is prepared and submitted by (7) A glossary of terms and symbols used the sponsor, or the sponsor’s agent on behalf (including sign conventions and units).

of the sponsor, to the responsible Flight (8) Statements of compliance and capa- Standards office for review and approval, and bility (SOCs) with certain requirements.

must include, for each objective test: (9) Recording procedures or equipment re- (1) Parameters, tolerances, and flight con- quired to accomplish the objective tests.

ditions.

(10) The following information for each ob- (2) Pertinent and complete instructions for jective test designated in Attachment 2 of the conduct of automatic and manual tests.

this appendix, Table C2A, as applicable to (3) A means of comparing the FFS test re- the qualification level sought: sults to the objective data.

(a) Name of the test.

(4) Any other information as necessary, to (b) Objective of the test.

assist in the evaluation of the test results.

(c) Initial conditions.

(5) Other information appropriate to the (d) Manual test procedures.

qualification level of the FFS.

(e) Automatic test procedures (if applica- e. The QTG described in paragraphs (a)(3) ble).

and (b) of this section, must include the fol- (f) Method for evaluating FFS objective lowing: test results.

(1) A QTG cover page with sponsor and (g) List of all relevant parameters driven FAA approval signature blocks (see Attach- or constrained during the automatically con- ment 4, Figure C4C, of this appendix, for a ducted test(s).

sample QTG cover page).

(h) List of all relevant parameters driven (2) A continuing qualification evaluation or constrained during the manually con- schedule requirements page. This page will ducted test(s).

be used by the responsible Flight Standards (i) Tolerances for relevant parameters.

office to establish and record the frequency (j) Source of Validation Data (document with which continuing qualification evalua- and page number).

tions must be conducted and any subsequent (k) Copy of the Validation Data (if located changes that may be determined by the re- in a separate binder, a cross reference for the sponsible Flight Standards office in accord- identification and page number for pertinent ance with § 60.19. See Attachment 4 of this data location must be provided).

appendix, Figure C4G, for a sample Con- (l) Simulator Objective Test Results as ob- tinuing Qualification Evaluation Require- tained by the sponsor. Each test result must ments page. reflect the date completed and must be (3) An FFS information page that provides clearly labeled as a product of the device the information listed in this paragraph (see being tested.

Attachment 4, Figure C4B, of this appendix f. A convertible FFS is addressed as a sepa- for a sample FFS information page). For rate FFS for each model and series heli- convertible FFSs, the sponsor must submit a copter to which it will be converted and for

Federal Aviation Administration, DOT Pt. 60, App. C

the FAA qualification level sought. If a spon- lating objective test results obtained from sor seeks qualification for two or more mod- the performance of the FFS (reformatted or els of a helicopter type using a convertible digitized) as prescribed in this appendix. The FFS, the sponsor must submit a QTG for eMQTG must also contain the general FFS each helicopter model, or a QTG for the first performance or demonstration results (refor- helicopter model and a supplement to that matted or digitized) prescribed in this appen- QTG for each additional helicopter model.

dix, and a description of the equipment nec- The responsible Flight Standards office will essary to perform the initial qualification conduct evaluations for each helicopter evaluation and the continuing qualification model.

evaluations. The eMQTG must include the g. Form and manner of presentation of ob- original validation data used to validate jective test results in the QTG: FFS performance and handling qualities in (1) The sponsor’s FFS test results must be either the original digitized format from the recorded in a manner acceptable to the re- data supplier or an electronic scan of the sponsible Flight Standards office, that al- original time-history plots that were pro- lows easy comparison of the FFS test results to the validation data (e.g., use of a multi- vided by the data supplier. A copy of the channel recorder, line printer, cross plotting, eMQTG must be provided to the responsible overlays, transparencies). Flight Standards office.

(2) FFS results must be labeled using ter- k. All other FFSs not covered in subpara- minology common to helicopter parameters graph ‘‘j’’ must have an electronic copy of as opposed to computer software identifica- the MQTG by May 30, 2014. An electronic tions.

copy of the MQTG must be provided to the (3) Validation data documents included in responsible Flight Standards office. This a QTG may be photographically reduced only may be provided by an electronic scan pre- if such reduction will not alter the graphic sented in a Portable Document File (PDF), scaling or cause difficulties in scale interpre- or similar format acceptable to the respon- tation or resolution.

sible Flight Standards office.

(4) Scaling on graphical presentations l. During the initial (or upgrade) qualifica- must provide the resolution necessary to tion evaluation conducted by the responsible evaluate the parameters shown in Attach- Flight Standards office, the sponsor must ment 2, Table C2A of this appendix.

also provide a person who is a user of the de- (5) Tests involving time histories, data vice (e.g., a qualified pilot or instructor pilot sheets (or transparencies thereof) and FFS test results must be clearly marked with ap- with flight time experience in that aircraft) propriate reference points to ensure an accu- and knowledgeable about the operation of rate comparison between the FFS and the the aircraft and the operation of the FFS.

helicopter with respect to time. Time his- END QPS R EQUIREMENTS tories recorded via a line printer are to be clearly identified for cross plotting on the llllllllllllllllllllllll helicopter data. Over-plots must not obscure the reference data.

B EGIN INFORMATION h. The sponsor may elect to complete the QTG objective and subjective tests at the m. Only those FFSs that are sponsored by manufacturer’s facility or at the sponsor’s a certificate holder as defined in Appendix F training facility. If the tests are conducted of this part will be evaluated by the respon- at the manufacturer’s facility, the sponsor sible Flight Standards office. However, other must repeat at least one-third of the tests at FFS evaluations may be conducted on a the sponsor’s training facility in order to case-by-case basis as the Administrator substantiate FFS performance. The QTG deems appropriate, but only in accordance must be clearly annotated to indicate when with applicable agreements.

and where each test was accomplished. Tests n. The responsible Flight Standards office conducted at the manufacturer’s facility and will conduct an evaluation for each configu- at the sponsor’s training facility must be ration, and each FFS must be evaluated as conducted after the FFS is assembled with completely as possible. To ensure a thorough systems and sub-systems functional and op- and uniform evaluation, each FFS is sub- erating in an interactive manner. The test jected to the general simulator requirements results must be submitted to the responsible in Attachment 1 of this appendix, the objec- Flight Standards office.

tive tests listed in Attachment 2 of this ap- i. The sponsor must maintain a copy of the pendix, and the subjective tests listed in At- MQTG at the FFS location.

tachment 3 of this appendix. The evaluations j. All FFSs for which the initial qualifica- described herein will include, but not nec- tion is conducted after May 30, 2014, must essarily be limited to the following: have an electronic MQTG (eMQTG) including (1) Helicopter responses, including longitu- all objective data obtained from helicopter testing, or another approved source (refor- dinal and lateral-directional control re- matted or digitized), together with corre- sponses (see Attachment 2 of this appendix).

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

(2) Performance in authorized portions of data presentations, and the applicable toler- the simulated helicopter’s operating enve- ances for each test.

lope, to include tasks evaluated by the re- q. In addition to the scheduled continuing sponsible Flight Standards office in the qualification evaluation, each FFS is subject areas of surface operations, takeoff, climb, to evaluations conducted by the responsible cruise, descent, approach, and landing as Flight Standards office at any time without well as abnormal and emergency operations prior notification to the sponsor. Such eval- (see Attachment 2 of this appendix).

uations would be accomplished in a normal (3) Control checks (see Attachment 1 and manner (i.e., requiring exclusive use of the Attachment 2 of this appendix).

FFS for the conduct of objective and subjec- (4) Flight deck configuration (see Attach- tive tests and an examination of functions) if ment 1 of this appendix).

the FFS is not being used for flight crew- (5) Pilot, flight engineer, and instructor member training, testing, or checking. How- station functions checks (see Attachment 1 ever, if the FFS were being used, the evalua- and Attachment 3 of this appendix).

tion would be conducted in a non-exclusive (6) Helicopter systems and sub-systems (as manner. This non-exclusive evaluation will appropriate) as compared to the helicopter be conducted by the FFS evaluator accom- simulated (see Attachment 1 and Attach- panying the check airman, instructor, Air- ment 3 of this appendix).

crew Program Designee (APD), or FAA in- (7) FFS systems and sub-systems, includ- spector aboard the FFS along with the stu- ing force cueing (motion), visual, and aural dent(s) and observing the operation of the (sound) systems, as appropriate (see Attach- FFS during the training, testing, or check- ment 1 and Attachment 2 of this appendix).

ing activities.

(8) Certain additional requirements, de- r. Problems with objective test results are pending upon the qualification level sought, handled as follows: including equipment or circumstances that (1) If a problem with an objective test re- may become hazardous to the occupants. The sult is detected by the evaluation team dur- sponsor may be subject to Occupational ing an evaluation, the test may be repeated Safety and Health Administration require- or the QTG may be amended.

ments.

(2) If it is determined that the results of an o. The responsible Flight Standards office objective test do not support the level re- administers the objective and subjective quested but do support a lower level, the re- tests, which includes an examination of func- sponsible Flight Standards office may qual- tions. The tests include a qualitative assess- ify the FFS at that lower level. For example, ment of the FFS by a pilot from the respon- if a Level D evaluation is requested and the sible Flight Standards office. The evaluation FFS fails to meet sound test tolerances, it team leader may assign other qualified per- could be qualified at Level C.

sonnel to assist in accomplishing the func- s. After an FFS is successfully evaluated, tions examination and/or the objective and the responsible Flight Standards office subjective tests performed during an evalua- issues a certificate of qualification (COQ) to tion when required.

the sponsor. The responsible Flight Stand- (1) Objective tests provide a basis for meas- ards office recommends the FFS to the uring and evaluating FFS performance and TPAA, who will approve the FFS for use in determining compliance with the require- a flight training program. The COQ will be ments of this part.

issued at the satisfactory conclusion of the (2) Subjective tests provide a basis for: initial or continuing qualification evalua- (a) Evaluating the capability of the FFS to tion and will list the tasks for which the perform over a typical utilization period; FFS is qualified, referencing the tasks de- (b) Determining that the FFS satisfac- scribed in Table C1B in Attachment 1 of this torily simulates each required task; (c) Verifying correct operation of the FFS appendix. However, it is the sponsor’s re- controls, instruments, and systems; and sponsibility to obtain TPAA approval prior (d) Demonstrating compliance with the re- to using the FFS in an FAA-approved flight quirements of this part. training program.

p. The tolerances for the test parameters t. Under normal circumstances, the respon- listed in Attachment 2 of this appendix re- sible Flight Standards office establishes a flect the range of tolerances acceptable to date for the initial or upgrade evaluation the responsible Flight Standards office for within ten (10) working days after deter- FFS validation and are not to be confused mining that a complete QTG is acceptable.

with design tolerances specified for FFS Unusual circumstances may warrant estab- manufacture. In making decisions regarding lishing an evaluation date before this deter- tests and test results, the responsible Flight mination is made. A sponsor may schedule Standards office relies on the use of oper- an evaluation date as early as 6 months in ational and engineering judgment in the ap- advance. However, there may be a delay of 45 plication of data (including consideration of days or more in rescheduling and completing the way in which the flight test was flown the evaluation if the sponsor is unable to and way the data was gathered and applied), meet the scheduled date. See Attachment 4,

Federal Aviation Administration, DOT Pt. 60, App. C

of this appendix, Figure C4A, Sample Re- appendix as long as the simulator continues quest for Initial, Upgrade, or Reinstatement to meet the test requirements contained in Evaluation. the MQTG developed under the original qual- u. The numbering system used for objec- ification basis.

tive test results in the QTG should closely c. After May 30, 2009, each visual scene or follow the numbering system set out in At- airport model beyond the minimum required tachment 2, FFS Objective Tests, Table C2A for the FFS qualification level that is in- of this appendix.

stalled in and available for use in a qualified v. Contact the responsible Flight Stand- FFS must meet the requirements described ards office for additional information regard- in Attachment 3 of this appendix.

ing the preferred qualifications of pilots used d. Simulators qualified prior to May 30, to meet the requirements of § 60.15(d).

2008, may be updated. If an evaluation is w. Examples of the exclusions for which deemed appropriate or necessary by the re- the FFS might not have been subjectively sponsible Flight Standards office after such tested by the sponsor or the responsible an update, the evaluation will not require an Flight Standards office and for which quali- evaluation to standards beyond those fication might not be sought or granted, as against which the simulator was originally described in § 60.15(g)(6), include takeoffs and qualified.

landing from slopes and pinnacles.

E ND QPS R EQUIREMENTS E ND INFORMATION llllllllllllllllllllllll llllllllllllllllllllllll B EGIN INFORMATION 12. A DDITIONAL Q UALIFICATIONS FOR A e. Other certificate holders or persons de- C URRENTLY Q UALIFIED FFS (§ 60.16) siring to use an FFS may contract with FFS No additional regulatory or informational sponsors to use FFSs previously qualified at material applies to § 60.16, Additional Quali- a particular level for a helicopter type and fications for a Currently Qualified FFS.

approved for use within an FAA-approved flight training program. Such FFSs are not 13. P REVIOUSLY Q UALIFIED FFS S (§ 60.17) required to undergo an additional qualifica- llllllllllllllllllllllll tion process, except as described in § 60.16.

f. Each FFS user must obtain approval B EGIN QPS R EQUIREMENTS from the appropriate TPAA to use any FFS in an FAA-approved flight training program.

a. In instances where a sponsor plans to re- g. The intent of the requirement listed in move an FFS from active status for a period § 60.17(b), for each FFS to have an SOQ with- of less than two years, the following proce- in 6 years, is to have the availability of that dures apply: statement (including the configuration list (1) The responsible Flight Standards office and the limitations to authorizations) to must be notified in writing and the notifica- provide a complete picture of the FFS inven- tion must include an estimate of the period tory regulated by the FAA. The issuance of that the FFS will be inactive.

the statement will not require any addi- (2) Continuing Qualification evaluations tional evaluation or require any adjustment will not be scheduled during the inactive pe- to the evaluation basis for the FFS.

riod.

h. Downgrading of an FFS is a permanent (3) The responsible Flight Standards office change in qualification level and will neces- will remove the FFS from the list of quali- sitate the issuance of a revised SOQ to re- fied FSTDs on a mutually established date flect the revised qualification level, as ap- not later than the date on which the first propriate. If a temporary restriction is missed continuing qualification evaluation placed on an FFS because of a missing, mal- would have been scheduled.

(4) Before the FFS is restored to qualified functioning, or inoperative component or on- status, it must be evaluated by the respon- going repairs, the restriction is not a perma- sible Flight Standards office. The evaluation nent change in qualification level. Instead, content and the time required to accomplish the restriction is temporary and is removed the evaluation is based on the number of when the reason for the restriction has been continuing qualification evaluations and resolved.

sponsor-conducted quarterly inspections i. The responsible Flight Standards office missed during the period of inactivity. will determine the evaluation criteria for an (5) The sponsor must notify the responsible FFS that has been removed from active sta- Flight Standards office of any changes to the tus. The criteria will be based on the number original scheduled time out of service. of continuing qualification evaluations and b. Simulators qualified prior to May 30, quarterly inspections missed during the pe- 2008, are not required to meet the general riod of inactivity. For example, if the FFS simulation requirements, the objective test were out of service for a 1 year period, it requirements, and the subjective test re- would be necessary to complete the entire quirements of attachments 1, 2, and 3, of this QTG, since all of the quarterly evaluations

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

would have been missed. The responsible (4) Visual system (where appropriate).

Flight Standards office will also consider (5) Sound system (where appropriate).

how the FFS was stored, whether parts were (6) Other FFS systems.

removed from the FFS and whether the FFS g. If the evaluator plans to accomplish spe- was disassembled.

cific tests during a normal continuing quali- j. The FFS will normally be requalified fication evaluation that requires the use of using the FAA-approved MQTG and the cri- special equipment or technicians, the spon- teria that was in effect prior to its removal sor will be notified as far in advance of the from qualification. However, inactive periods evaluation as practical; but not less than 72 of 2 years or more will require requalifica- hours. Examples of such tests include tion under the standards in effect and cur- latencies, control dynamics, sounds and vi- rent at the time of requalification.

brations, motion, and/or some visual system tests.

E ND INFORMATION h. The continuing qualification evalua- llllllllllllllllllllllll tions, described in § 60.19(b), will normally re- quire 4 hours of FFS time. However, flexi- 14. I NSPECTION , C ONTINUING Q UALIFICATION bility is necessary to address abnormal situ- E VALUATION , AND M AINTENANCE R EQUIRE - ations or situations involving aircraft with MENTS (§ 60.19) additional levels of complexity ( e.g. , com- llllllllllllllllllllllll puter controlled aircraft). The sponsor should anticipate that some tests may re- B EGIN QPS R EQUIREMENTS quire additional time. The continuing quali- a. The sponsor must conduct a minimum of fication evaluations will consist of the fol- four evenly spaced inspections throughout lowing: the year. The objective test sequence and (1) Review of the results of the quarterly content of each inspection must be developed inspections conducted by the sponsor since by the sponsor and must be acceptable to the the last scheduled continuing qualification responsible Flight Standards office.

evaluation.

b. The description of the functional pre- (2) A selection of approximately 8 to 15 ob- flight check must be contained in the spon- jective tests from the MQTG that provide an sor’s QMS.

adequate opportunity to evaluate the per- c. Record ‘‘functional preflight’’ in the formance of the FFS. The tests chosen will FFS discrepancy log book or other accept- be performed either automatically or manu- able location, including any item found to be ally and should be able to be conducted with- missing, malfunctioning, or inoperative.

in approximately one-third (1/3) of the allot- d. During the continuing qualification ted FFS time.

evaluation conducted by the responsible (3) A subjective evaluation of the FFS to Flight Standards office, the sponsor must perform a representative sampling of the also provide a person knowledgeable about tasks set out in attachment 3 of this appen- the operation of the aircraft and the oper- dix. This portion of the evaluation should ation of the FFS.

take approximately two-thirds (2/3) of the al- e. The responsible Flight Standards office lotted FFS time.

will conduct continuing qualification evalua- (4) An examination of the functions of the tions every 12 months unless: FFS may include the motion system, visual (1) The responsible Flight Standards office system, sound system, instructor operating becomes aware of discrepancies or perform- station, and the normal functions and simu- ance problems with the device that warrants lated malfunctions of the simulated heli- more frequent evaluations; or copter systems. This examination is nor- (2) The sponsor implements a QMS that mally accomplished simultaneously with the justifies less frequent evaluations. However, subjective evaluation requirements.

in no case shall the frequency of a con- tinuing qualification evaluation exceed 36 E ND I NFORMATION months.

llllllllllllllllllllllll E ND QPS R EQUIREMENTS 15. L OGGING FFS D ISCREPANCIES (§ 60.20) llllllllllllllllllllllll llllllllllllllllllllllll B EGIN INFORMATION B EGIN INFORMATION f. The sponsor’s test sequence and the con- tent of each quarterly inspection required in No additional regulatory or informational § 60.19(a)(1) should include a balance and a material applies to § 60.20. Logging FFS Dis- mix from the objective test requirement crepancies.

areas listed as follows: (1) Performance.

E ND I NFORMATION (2) Handling qualities.

(3) Motion system (where appropriate). llllllllllllllllllllllll

Federal Aviation Administration, DOT Pt. 60, App. C

16. I NTERIM Q UALIFICATION OF FFS S FOR N EW b. It is the responsibility of the instructor, H ELICOPTER T YPES OR M ODELS (§ 60.21) check airman, or representative of the ad- ministrator conducting training, testing, or llllllllllllllllllllllll checking to exercise reasonable and prudent judgment to determine if any MMI compo- B EGIN INFORMATION nent is necessary for the satisfactory com- No additional regulatory or informational pletion of a specific maneuver, procedure, or material applies to § 60.21, Interim Qualifica- task.

tion of FFSs for New Helicopter Types or c. If the 29th or 30th day of the 30-day pe- Models.

riod described in § 60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA will extend E ND INFORMATION the deadline until the next business day.

llllllllllllllllllllllll d. In accordance with the authorization de- scribed in § 60.25(b), the sponsor may develop 17. M ODIFICATIONS TO FFS S (§ 60.23) a discrepancy prioritizing system to accom- plish repairs based on the level of impact on llllllllllllllllllllllll the capability of the FFS. Repairs having a B EGIN QPS R EQUIREMENTS larger impact on FFS capability to provide the required training, evaluation, or flight a. The notification described in § 60.23(c)(2) experience will have a higher priority for re- must include a complete description of the pair or replacement.

planned modification, with a description of the operational and engineering effect the E ND I NFORMATION proposed modification will have on the oper- ation of the FFS and the results that are ex- llllllllllllllllllllllll pected with the modification incorporated.

19. A UTOMATIC L OSS OF Q UALIFICATION AND b. Prior to using the modified FFS: P ROCEDURES FOR R ESTORATION OF Q UALI - (1) All the applicable objective tests com- FICATION (§ 60.27) pleted with the modification incorporated, including any necessary updates to the llllllllllllllllllllllll MQTG ( e.g. , accomplishment of FSTD Direc- tives) must be acceptable to the responsible B EGIN INFORMATION Flight Standards office; and If the sponsor provides a plan for how the (2) The sponsor must provide the respon- FFS will be maintained during its out-of- sible Flight Standards office with a state- ment signed by the MR that the factors list- service period (e.g., periodic exercise of me- ed in § 60.15(b) are addressed by the appro- chanical, hydraulic, and electrical systems; priate personnel as described in that section. routine replacement of hydraulic fluid; con- trol of the environmental factors in which E ND QPS R EQUIREMENTS the FFS is to be maintained) there is a greater likelihood that the responsible llllllllllllllllllllllll Flight Standards office will be able to deter- mine the amount of testing required for re- B EGIN INFORMATION qualification.

(3) FSTD Directives are considered modi- fications of an FFS. See Attachment 4 of E ND I NFORMATION this appendix for a sample index of effective llllllllllllllllllllllll FSTD Directives. See Attachment 6 of this appendix for a list of all effective FSTD Di- 20. O THER L OSSES OF Q UALIFICATION AND P RO - rectives applicable to Helicopter FFSs.

CEDURES FOR R ESTORATION OF Q UALIFICA - E ND INFORMATION TION (§ 60.29) llllllllllllllllllllllll llllllllllllllllllllllll 18. O PERATION WITH M ISSING , M ALFUNC - B EGIN INFORMATION TIONING , OR I NOPERATIVE C OMPONENTS If the sponsor provides a plan for how the (§ 60.25) FFS will be maintained during its out-of- llllllllllllllllllllllll service period (e.g., periodic exercise of me- chanical, hydraulic, and electrical systems; BEGIN INFORMATION routine replacement of hydraulic fluid; con- a. The sponsor’s responsibility with respect trol of the environmental factors in which to § 60.25(a) is satisfied when the sponsor fair- the FFS is to be maintained) there is a ly and accurately advises the user of the cur- greater likelihood that the responsible rent status of an FFS, including any miss- Flight Standards office will be able to deter- ing, malfunctioning, or inoperative (MMI) mine the amount of testing required for re- component(s). qualification.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

E ND INFORMATION defined in Appendix F of this part, which may include objective and subjective tests.

llllllllllllllllllllllll The requirements for SOCs are indicated in the ‘‘General Simulator Requirements’’ col- 21. R ECORD K EEPING AND R EPORTING (§ 60.31) umn in Table C1A of this appendix.

llllllllllllllllllllllll b. Table C1A describes the requirements for the indicated level of FFS. Many devices B EGIN QPS R EQUIREMENTS include operational systems or functions a. FFS modifications can include hardware that exceed the requirements outlined in or software changes. For FFS modifications this section. However, all systems will be involving software programming changes, tested and evaluated in accordance with this the record required by § 60.31(a)(2) must con- appendix to ensure proper operation.

sist of the name of the aircraft system soft- ware, aerodynamic model, or engine model E ND QPS R EQUIREMENTS change, the date of the change, a summary llllllllllllllllllllllll of the change, and the reason for the change.

b. If a coded form for record keeping is B EGIN INFORMATION used, it must provide for the preservation and retrieval of information with appro- 2. D ISCUSSION priate security or controls to prevent the in- a. This attachment describes the general appropriate alteration of such records after simulator requirements for qualifying a heli- the fact.

copter FFS. The sponsor should also consult E ND QPS R EQUIREMENTS the objective tests in Attachment 2 of this appendix and the examination of functions llllllllllllllllllllllll and subjective tests listed in Attachment 3 of this appendix to determine the complete 22. A PPLICATIONS , L OGBOOKS , R EPORTS , AND requirements for a specific level simulator.

R ECORDS : FRAUD , F ALSIFICATION , OR I NCOR - b. The material contained in this attach- RECT S TATEMENTS (§ 60.33) ment is divided into the following cat- llllllllllllllllllllllll egories: (1) General flight deck configuration.

B EGIN INFORMATION (2) Simulator programming.

No additional regulatory or informational (3) Equipment operation.

material applies to § 60.33, Applications, (4) Equipment and facilities for instructor/ Logbooks, Reports, and Records: Fraud, Fal- evaluator functions.

sification, or Incorrect Statements.

(5) Motion system.

(6) Visual system.

23. [R ESERVED ] (7) Sound system.

24. [R ESERVED ] c. Table C1A provides the standards for the General Simulator Requirements.

25. FFS Q UALIFICATION ON THE B ASIS OF A BI- d. Table C1B provides the tasks that the LATERAL A VIATION S AFETY A GREEMENT sponsor will examine to determine whether (BASA) (§ 60.37) the FFS satisfactorily meets the require- No additional regulatory or informational ments for flight crew training, testing, and material applies to § 60.37, FFS Qualification experience, and provides the tasks for which the simulator may be qualified.

on the Basis of a Bilateral Aviation Safety Agreement (BASA). e. Table C1C provides the functions that an instructor/check airman must be able to con- E ND INFORMATION trol in the simulator.

f. It is not required that all of the tasks llllllllllllllllllllllll that appear on the List of Qualified Tasks A TTACHMENT 1 TO A PPENDIX C TO P ART 60— (part of the SOQ) be accomplished during the GENERAL SIMULATOR REQUIREMENTS initial or continuing qualification evalua- tion.

llllllllllllllllllllllll g. Table C1A addresses only Levels B, C, and D helicopter simulators because there B EGIN QPS R EQUIREMENTS are no Level A Helicopter simulators.

1. R EQUIREMENTS E ND I NFORMATION a. Certain requirements included in this appendix must be supported with an SOC as llllllllllllllllllllllll

Federal Aviation Administration, DOT Pt. 60, App. C

T ABLE C1A—M INIMUM S IMULATOR R EQUIREMENTS QPS requirements Simulator levels Information Entry No.

General simulator requirements B C D Notes 1. .............. General Flight Deck Configuration 1.a. ........... The simulator must have a flight deck that is a X X X For simulator purposes, the flight deck con- replica of the helicopter being simulated. sists of all that space forward of a cross The simulator must have controls, equipment, section of the fuselage at the most extreme observable flight deck indicators, circuit aft setting of the pilots’ seats including addi- breakers, and bulkheads properly located, tional, required flight crewmember duty sta- functionally accurate and replicating the heli- tions and those required bulkheads aft of copter. The direction of movement of con- the pilot seats. For clarification, bulkheads trols and switches must be identical to that containing only items such as landing gear in the helicopter. Pilot seats must afford the pin storage compartments, fire axes and ex- capability for the occupant to be able to tinguishers, spare light bulbs, and aircraft achieve the design ‘‘eye position’’ estab- documents pouches are not considered es- lished for the helicopter being simulated. sential and may be omitted.

Equipment for the operation of the flight deck windows must be included, but the ac- tual windows need not be operable. Fire axes, extinguishers, and spare light bulbs must be available in the FFS but may be re- located to a suitable location as near as practical to the original position. Fire axes, landing gear pins, and any similar purpose instruments need only be represented in sil- houette.

1.b. ........... Those circuit breakers that affect procedures X X X or result in observable flight deck indications must be properly located and functionally accurate.

2. .............. Programming 2.a. ........... A flight dynamics model that accounts for var- X X X ious combinations of air speed and power normally encountered in flight must cor- respond to actual flight conditions, including the effect of change in helicopter attitude, aerodynamic and propulsive forces and mo- ments, altitude, temperature, mass, center of gravity location, and configuration.

An SOC is required 2.b. ........... The simulator must have the computer capac- X X X ity, accuracy, resolution, and dynamic re- sponse needed to meet the qualification level sought.

An SOC is required 2.c. ........... Ground handling (where appropriate) and aer- odynamic programming must include the fol- lowing:.

2.c.1. ........ Ground effect .................................................... X X X Applicable areas include flare and touch down Level B does not require hover programming from a running landing as well as for in- An SOC is required ground-effect (IGE) hover. A reasonable simulation of ground effect includes mod- eling of lift, drag, pitching moment, trim, and power while in ground effect.

2.c.2. ........ Ground reaction ................................................ X X X Reaction of the helicopter upon contact with Level B does not require hover programming the landing surface during landing (e.g., An SOC is required strut deflection, tire or skid friction, side forces) may differ with changes in gross weight, airspeed, rate of descent on touch- down, and slide slip.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

T ABLE C1A—M INIMUM S IMULATOR R EQUIREMENTS —Continued QPS requirements Simulator levels Information Entry No.

General simulator requirements B C D Notes 2.d. ........... The simulator must provide for manual and X X This may include an automated system, which automatic testing of simulator hardware and could be used for conducting at least a por- software programming to determine compli- tion of the QTG tests. Automatic ‘‘flagging’’ ance with simulator objective tests as pre- of out-of-tolerance situations is encouraged.

scribed in Attachment 2 of this appendix.

An SOC is required 2.e. ........... The relative responses of the motion system, The intent is to verify that the simulator pro- visual system, and flight deck instruments vides instrument, motion, and visual cues must be measured by latency tests or trans- that are like the helicopter responses within port delay tests. Motion onset must occur the stated time delays. It is preferable mo- before the end of the scan of that video tion onset occur before the start of the vis- field. Instrument response may not occur ual scene change (the start of the scan of prior to motion onset. Test results must be the first video field containing different infor- within the following limits: mation). For helicopter response, accelera- tion in the appropriate corresponding rota- tional axis is preferred.

2.e.1. ........ Response must be within 150 milliseconds of X the helicopter response.

2.e.2. ........ Response must be within 100 milliseconds of X X the helicopter response.

2.f. ............ The simulator must simulate brake and tire X X The simulator should represent the motion (in failure dynamics (including antiskid failure, if the appropriate axes) and the directional appropriate). control characteristics of the helicopter when An SOC is required. .......................................... experiencing simulated brake or tire failures.

2.g. ........... The aerodynamic modeling in the simulator X X See Attachment 2 of this appendix for further must include:. information on ground effect.

(1) Ground effect, (2) Effects of airframe and rotor icing (if appli- cable), (3) Aerodynamic interference effects between the rotor wake and fuselage, (4) Influence of the rotor on control and sta- bilization systems, (5) Representations of settling with power, and (6) Retreating blade stall.

An SOC is required.

2.h. ........... The simulator must provide for realistic mass X X X properties, including gross weight, center of gravity, and moments of inertia as a function of payload and fuel loading.

An SOC is required.

3. .............. Equipment Operation 3.a. ........... All relevant instrument indications involved in X X X the simulation of the helicopter must auto- matically respond to control movement or external disturbances to the simulated heli- copter; e.g., turbulence or windshear. Nu- merical values must be presented in the ap- propriate units.

3.b. ........... Communications, navigation, caution, and X X X See Attachment 3 of this appendix for further warning equipment must be installed and information regarding long-range navigation operate within the tolerances applicable for equipment.

the helicopter being simulated.

3.c. ........... Simulated helicopter systems must operate as X X X the helicopter systems operate under nor- mal, abnormal, and emergency operating conditions on the ground and in flight.

Federal Aviation Administration, DOT Pt. 60, App. C

T ABLE C1A—M INIMUM S IMULATOR R EQUIREMENTS —Continued QPS requirements Simulator levels Information Entry No.

General simulator requirements B C D Notes 3.d. ........... The simulator must provide pilot controls with X X X control forces and control travel that cor- respond to the simulated helicopter. The simulator must also react in the same man- ner as the helicopter under the same flight conditions.

3.e. ........... Simulator control feel dynamics must replicate X X the helicopter simulated. This must be deter- mined by comparing a recording of the con- trol feel dynamics of the simulator to heli- copter measurements. For initial and up- grade evaluations, the control dynamic char- acteristics must be measured and recorded directly from the flight deck controls, and must be accomplished in takeoff, cruise, and landing conditions and configurations.

4. .............. Instructor/Evaluator Facilities 4.a. ........... In addition to the flight crewmember stations, X X X The responsible Flight Standards office will the simulator must have at least two suitable consider alternatives to this standard for ad- seats for the instructor/check airman and ditional seats based on unique flight deck FAA inspector. These seats must provide configurations.

adequate vision to the pilot’s panel and for- ward windows. All seats other than flight crew seats need not represent those found in the helicopter but must be adequately se- cured to the floor and equipped with similar positive restraint devices.

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

4.c. ........... The simulator must have instructor controls for X X X all environmental effects expected to be available at the IOS; e.g., clouds, visibility, icing, precipitation, temperature, storm cells, and wind speed and direction.

4.d. ........... The simulator must provide the instructor or X X For example, another aircraft crossing the ac- evaluator the ability to present ground and tive runway and converging airborne traffic.

air hazards.

4.e. ........... The simulator must provide the instructor or X X This is a selectable condition that is not re- evaluator the ability to present the effect of quired for all operations on or near the sur- re-circulating dust, water vapor, or snow face.

conditions that develop as a result of rotor downwash.

5. .............. Motion System 5.a. ........... The simulator must have motion (force) cues X X X For example, touchdown cues should be a perceptible to the pilot that are representa- function of the rate of descent (RoD) of the tive of the motion in a helicopter. simulated helicopter.

5.b. ........... The simulator must have a motion (force cue- X ing) system with a minimum of three de- grees of freedom (at least pitch, roll, and heave).

An SOC is required.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

T ABLE C1A—M INIMUM S IMULATOR R EQUIREMENTS —Continued QPS requirements Simulator levels Information Entry No.

General simulator requirements B C D Notes 5.c. ........... The simulator must have a motion (force cue- X X ing) system that produces cues at least equivalent to those of a six-degrees-of-free- dom, synergistic platform motion system (i.e., pitch, roll, yaw, heave, sway, and surge).

An SOC is required.

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

An SOC is required.

5.e. ........... The simulator must provide motion effects pro- gramming to include the following:.

(1) Runway rumble, oleo deflections, effects of X X X ground speed, uneven runway, characteris- tics.

(2) Buffets due to transverse flow effects.

(3) Buffet during extension and retraction of landing gear.

(4) Buffet due to retreating blade stall.

(5) Buffet due to vortex ring (settling with power).

(6) Representative cues resulting from touch- down.

(7) High speed rotor vibrations.

(8) Tire failure dynamics ................................... X X (9) Engine malfunction and engine damage (10) Airframe ground strike (11) Motion vibrations that result from atmos- X For air turbulence, general purpose disturb- pheric disturbances. ance models are acceptable if, when used, they produce test results that approximate demonstrable flight test data.

5.f. ............ The simulator must provide characteristic mo- X The simulator should be programmed and in- tion vibrations that result from operation of strumented in such a manner that the char- the helicopter (for example, retreating blade acteristic buffet modes can be measured stall, extended landing gear, settling with and compared to helicopter data.

power) in so far as vibration marks an event or helicopter state, which can be sensed in the flight deck.

6. .............. Visual System .................................................. Additional horizontal field-of-view capability may be added at the sponsor’s discretion provided the minimum field-of-view is re- tained.

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

6.b. ........... The simulator must provide a continuous field- X of-view of at least 75 ° horizontally and 30 ° vertically per pilot seat. Both pilot seat visual systems must be operable simultaneously.

The minimum horizontal field-of-view cov- erage must be plus and minus one-half ( ⁄ 2 ) of the minimum continuous field-of-view re- quirement, centered on the zero degree azi- muth line relative to the aircraft fuselage. An SOC must explain the geometry of the in- stallation.

An SOC is required.

Federal Aviation Administration, DOT Pt. 60, App. C

T ABLE C1A—M INIMUM S IMULATOR R EQUIREMENTS —Continued QPS requirements Simulator levels Information Entry No.

General simulator requirements B C D Notes 6.c. ........... The simulator must provide a continuous vis- ...... X ...... Optimization of the vertical field-of-view may ual field-of-view of at least 146 ° horizontally be considered with respect to the specific and 36 ° vertically per pilot seat. Both pilot helicopter flight deck cut-off angle. The seat visual systems must be operable simul- sponsor may request the responsible Flight taneously. Horizontal field-of-view is cen- Standards office to evaluate the FFS for tered on the zero degree azimuth line rel- specific authorization(s) for the following: ative to the aircraft fuselage. The minimum (1) Specific areas within the database needing horizontal field-of-view coverage must be higher resolution to support landings, take- plus and minus one-half ( ⁄ 2 ) of the minimum offs and ground cushion exercises and train- continuous field-of-view requirement, cen- ing away from a heliport, including elevated tered on the zero degree azimuth line rel- heliport, helidecks and confined areas.

ative to the aircraft fuselage. An SOC must (2) For cross-country flights, sufficient scene explain the geometry of the installation. Ca- details to allow for ground to map navigation pability for a field-of-view in excess of the over a sector length equal to 30 minutes at minimum is not required for qualification at an average cruise speed.

Level C. However, where specific tasks re- (3) For offshore airborne radar approaches quire extended fields of view beyond the (ARA), harmonized visual/radar representa- 146 ß by 36 ß (e.g., to accommodate the use tions of installations.

of ‘‘chin windows’’ where the accommoda- tion is either integral with or separate from the primary visual system display), then the extended fields of view must be provided.

When considering the installation and use of augmented fields of view, the sponsor must meet with the NSPM to determine the train- ing, testing, checking, and experience tasks for which the augmented field-of-view capa- bility may be required.

An SOC is required.

6.d. ........... The simulator must provide a continuous vis- ...... ...... X Optimization of the vertical field-of-view may ual field-of-view of at least 176 ° horizontally be considered with respect to the specific and 56 ° vertically per pilot seat. Both pilot helicopter flight deck cut-off angle.

seat visual systems must be operable simul- The sponsor may request the responsible taneously. Horizontal field-of-view is cen- Flight Standards office to evaluate the FFS tered on the zero degree azimuth line rel- for specific authorization(s) for the following: ative to the aircraft fuselage. The minimum (1) Specific areas within the database needing horizontal field-of-view coverage must be higher resolution to support landings, take- ⁄ 2 ) of the minimum plus and minus one-half ( offs and ground cushion exercises and train- continuous field-of-view requirement, cen- ing away from a heliport, including elevated tered on the zero degree azimuth line rel- heliport, helidecks and confined areas.

ative to the aircraft fuselage. An SOC must (2) For cross-country flights, sufficient scene explain the geometry of the installation. Ca- details to allow for ground to map navigation pability for a field-of-view in excess of the over a sector length equal to 30 minutes at minimum is not required for qualification at an average cruise speed.

Level D. However, where specific tasks re- (3) For offshore airborne radar approaches quire extended fields of view beyond the (ARA), harmonized visual/radar representa- 176 ß by 56 ß (e.g., to accommodate the use tions of installations.

of ‘‘chin windows’’ where the accommoda- tion is either integral with or separate from the primary visual system display), then the extended fields of view must be provided.

When considering the installation and use of augmented fields of view, the sponsor must meet with the responsible Flight Standards office to determine the training, testing, checking, and experience tasks for which the augmented field-of-view capability may be required.

An SOC is required.

6.e. ........... The visual system must be free from optical X X X Nonrealistic cues might include image ‘‘swim- discontinuities and artifacts that create non- ming’’ and image ‘‘roll-off,’’ that may lead a realistic cues. pilot to make incorrect assessments of speed, acceleration and/or situational awareness.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

T ABLE C1A—M INIMUM S IMULATOR R EQUIREMENTS —Continued QPS requirements Simulator levels Information Entry No.

General simulator requirements B C D Notes 6.f. ............ The simulator must have operational landing X X X lights for night scenes.Where used, dusk (or twilight) scenes require operational landing lights..

6.g. ........... The simulator must have instructor controls for X X X the following: (1) Visibility in statute miles (kilometers) and runway visual range (RVR) in ft. (meters).

(2) Airport or landing area selection (3) Airport or landing area lighting 6.h. ........... Each airport scene displayed must include the X X X following: (1) Airport runways and taxiways (2) Runway definition (a) Runway surface and markings (b) Lighting for the runway in use, including runway threshold, edge, centerline, touch- down zone, VASI (or PAPI), and approach lighting of appropriate colors, as appropriate (c) Taxiway lights 6.i. ............ The simulator must provide visual system X X X compatibility with dynamic response pro- gramming.

6.j. ............ The simulator must show that the segment of X X X This will show the modeling accuracy of the the ground visible from the simulator flight scene with respect to a predetermined posi- deck is the same as from the helicopter tion from the end of the runway ‘‘in use.’’ flight deck (within established tolerances) when at the correct airspeed and altitude above the touchdown zone.

6.k. ........... The simulator must provide visual cues nec- X essary to assess rate of change of height, height AGL, and translational displacement and rates during takeoffs and landings.

6.l. ............ The simulator must provide visual cues nec- X X essary to assess rate of change of height, height AGL, as well as translational dis- placement and rates during takeoff, low alti- tude/low airspeed maneuvering, hover, and landing.

6.m. .......... The simulator must provide for accurate por- X X X Visual attitude vs. simulator attitude is a com- trayal of the visual environment relating to parison of pitch and roll of the horizon as the simulator attitude. displayed in the visual scene compared to the display on the attitude indicator.

6.n ............ The simulator must provide for quick confirma- X X tion of visual system color, RVR, focus, and intensity.

An SOC is required.

6.o. ........... The simulator must be capable of producing at X X least 10 levels of occulting.

Federal Aviation Administration, DOT Pt. 60, App. C

T ABLE C1A—M INIMUM S IMULATOR R EQUIREMENTS —Continued QPS requirements Simulator levels Information Entry No.

General simulator requirements B C D Notes 6.p. ........... Night Visual Scenes. The simulator must pro- X X X vide night visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the air- port. The scene content must allow a pilot to successfully accomplish a visual landing.

Night scenes, as a minimum, must provide presentations of sufficient surfaces with ap- propriate textural cues that include self-illu- minated objects such as road networks, ramp lighting, and airport signage, to con- duct a visual approach, a landing, and air- port movement (taxi). Scenes must include a definable horizon and typical terrain char- acteristics such as fields, roads and bodies of water and surfaces illuminated by heli- copter landing lights.

6.q. ........... Dusk (Twilight) Visual Scenes. The simulator X X must provide dusk (or twilight) visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing. Dusk (or twilight) scenes, as a minimum, must provide full color presen- tations of reduced ambient intensity, suffi- cient surfaces with appropriate textural cues that include self-illuminated objects such as road networks, ramp lighting and airport signage, to conduct a visual approach, land- ing and airport movement (taxi). Scenes must include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illumi- nated by representative aircraft lighting (e.g., landing lights). If provided, directional hori- zon lighting must have correct orientation and be consistent with surface shading ef- fects. Total scene content must be com- parable in detail to that produced by 10,000 visible textured surfaces and 15,000 visible lights with sufficient system capacity to dis- play 16 simultaneously moving objects.

An SOC is required.

6.r. ............ Daylight Visual Scenes. The simulator must X X have daylight visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the air- port. The scene content must allow a pilot to successfully accomplish a visual landing. No ambient lighting may ‘‘washout’’ the dis- played visual scene. Total scene content must be comparable in detail to that pro- duced by 10,000 visible textured surfaces and 6,000 visible lights with sufficient sys- tem capacity to display 16 simultaneously moving objects. The visual display must be free of apparent and distracting quantization and other distracting visual effects while the simulator is in motion.

An SOC is required.

6.s ............ The simulator must provide operational visual X X For example: short runways, landing ap- scenes that portray physical relationships proaches over water, uphill or downhill run- known to cause landing illusions to pilots. ways, rising terrain on the approach path, unique topographic features.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

T ABLE C1A—M INIMUM S IMULATOR R EQUIREMENTS —Continued QPS requirements Simulator levels Information Entry No.

General simulator requirements B C D Notes 6.t. ............ The simulator must provide special weather X X representations of light, medium, and heavy precipitation near a thunderstorm on takeoff and during approach and landing. Rep- resentations need only be presented at and below an altitude of 2,000 ft. (610 m) above the airport surface and within 10 miles (16 km) of the airport.

6.u. ........... The simulator must present visual scenes of X X The responsible Flight Standards office will wet and snow-covered runways, including consider suitable alternative effects.

runway lighting reflections for wet condi- tions, and partially obscured lights for snow conditions.

6.v. ........... The simulator must present realistic color and X X directionality of all airport lighting.

7. .............. Sound System 7.a. ........... The simulator must provide flight deck sounds X X X that result from pilot actions that correspond to those that occur in the helicopter.

7.b. ........... Volume control, if installed, must have an indi- X X X cation of the sound level setting.

7.c. ........... The simulator must accurately simulate the X X sound of precipitation, windshield wipers, and other significant helicopter noises per- ceptible to the pilot during normal and ab- normal operations, and include the sound of a crash (when the simulator is landed in an unusual attitude or in excess of the struc- tural gear limitations); normal engine sounds; and the sounds of gear extension and retraction.

An SOC is required.

7.d. ........... The simulator must provide realistic amplitude X and frequency of flight deck noises and sounds. Simulator performance must be re- corded, compared to amplitude and fre- quency of the same sounds recorded in the helicopter, and made a part of the QTG.

T ABLE C1B—T ABLE OF T ASKS VS . S IMULATOR L EVEL QPS requirements Information Simulator Subjective requirements levels Entry No. The simulator must be able to perform the tasks associated with Notes that level of qualification.

B C D 1. Preflight Procedures 1.a. ............ Preflight Inspection (Flight deck Only) switches, indicators, sys- X X X tems, and equipment.

1.b. ............ APU/Engine start and run-up.

1.b.1. ......... Normal start procedures ................................................................ X X X 1.b.2. ......... Alternate start procedures ............................................................. X X X 1.b.3. ......... Abnormal starts and shutdowns (hot start, hung start) ................. X X X 1.c. ............ Taxiing—Ground ............................................................................ X X X 1.d. ............ Taxiing—Hover .............................................................................. X X X

Federal Aviation Administration, DOT Pt. 60, App. C

T ABLE C1B—T ABLE OF T ASKS VS . S IMULATOR L EVEL —Continued QPS requirements Information Simulator Subjective requirements levels Entry No. The simulator must be able to perform the tasks associated with Notes that level of qualification.

B C D 1.e. ............ Pre-takeoff Checks ........................................................................ X X X 2. Takeoff and Departure Phase 2.a. ............ Normal takeoff.

2.a.1. ......... From ground .................................................................................. X X X 2.a.2. ......... From hover .................................................................................... X X 2.a.3. ......... Running .......................................................................................... X X X 2.b. ............ Instrument ...................................................................................... X X X 2.c. ............ Powerplant Failure During Takeoff ................................................ X X X 2.d. ............ Rejected Takeoff ............................................................................ X X X 2.e. ............ Instrument Departure ..................................................................... X X X 3. Climb 3.a. ............ Normal ........................................................................................... X X X 3.b. ............ Obstacle clearance ........................................................................ X X X 3.c. ............ Vertical ........................................................................................... X X X 3.d. ............ One engine inoperative ................................................................. X X X 4. In-flight Maneuvers 4.a. ............ Turns (timed, normal, steep) ......................................................... X X X 4.b. ............ Powerplant Failure—Multiengine Helicopters ................................ X X X 4.c. ............ Powerplant Failure—Single-Engine Helicopters ............................ X X X 4.d. ............ Recovery From Unusual Attitudes ................................................. X X X 4.e. ............ Settling with Power ........................................................................ X X X 4.f. ............. Specific Flight Characteristics incorporated into the user’s FAA A A A approved flight training program.

5. Instrument Procedures 5.a. ............ Instrument Arrival ........................................................................... X X X 5.b. ............ Holding ........................................................................................... X X X 5.c. ............ Precision Instrument Approach.

5.c.1. ......... Normal—All engines operating ...................................................... X X X 5.c.2. ......... Manually controlled—One or more engines inoperative ............... X X X 5.d. ............ Non-precision Instrument Approach .............................................. X X X 5.e. ............ Missed Approach.

5.e.1. ......... All engines operating ..................................................................... X X X 5.e.2. ......... One or more engines inoperative .................................................. X X X 5.e.3. ......... Stability augmentation system failure ............................................ X X X 6. Landings and Approaches to Landings

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

T ABLE C1B—T ABLE OF T ASKS VS . S IMULATOR L EVEL —Continued QPS requirements Information Simulator Subjective requirements levels Entry No. The simulator must be able to perform the tasks associated with Notes that level of qualification.

B C D 6.a. ............ Visual Approaches (normal, steep, shallow) ................................. X X X 6.b. ............ Landings.

6.b.1. ......... Normal/crosswind.

6.b.1.a. ...... Running ......................................................................................... X X X 6.b.1.b. ...... From Hover .................................................................................... X X 6.b.2. ......... One or more engines inoperative .................................................. X X X 6.b.3. ......... Rejected Landing ........................................................................... X X X 7. Normal and Abnormal Procedures 7.a. ............ Powerplant ..................................................................................... X X X 7.b. ............ Fuel System ................................................................................... X X X 7.c. ............ Electrical System ........................................................................... X X X 7.d. ............ Hydraulic System ........................................................................... X X X 7.e. ............ Environmental System(s) ............................................................... X X X 7.f. ............. Fire Detection and Extinguisher Systems ..................................... X X X 7.g. ............ Navigation and Aviation Systems .................................................. X X X 7.h. ............ Automatic Flight Control System, Electronic Flight Instrument X X X System, and Related Subsystems.

7.i. ............. Flight Control Systems .................................................................. X X X 7.j. ............. Anti-ice and Deice Systems .......................................................... X X X 7.k. ............ Aircraft and Personal Emergency Equipment ............................... X X X 7.l. ............. Special Missions tasks (e.g., Night Vision goggles, Forward A A X Looking Infrared System, External Loads and as listed on the SOQ).

8. Emergency procedures (as applicable) 8.a. ............ Emergency Descent ...................................................................... X X X 8.b. ............ Inflight Fire and Smoke Removal .................................................. X X X 8.c. ............ Emergency Evacuation .................................................................. X X X 8.d. ............ Ditching .......................................................................................... X X X 8.e. ............ Autorotative Landing ...................................................................... X X X 8.f. ............. Retreating blade stall recovery ...................................................... X X X 8.g. ............ Mast bumping ................................................................................ X X X 8.h. ............ Loss of tail rotor effectiveness ....................................................... X X X 8.i. ............. Vortex recovery .............................................................................. X X X 9. Postflight Procedures 9.a ............. After-Landing Procedures .............................................................. X X X 9.b. ............ Parking and Securing.

Federal Aviation Administration, DOT Pt. 60, App. C

T ABLE C1B—T ABLE OF T ASKS VS . S IMULATOR L EVEL —Continued QPS requirements Information Simulator Subjective requirements levels Entry No. The simulator must be able to perform the tasks associated with Notes that level of qualification.

B C D 9.b.1. ......... Rotor brake operation .................................................................... X X X 9.b.2. ......... Abnormal/emergency procedures .................................................. X X X Note: An ‘‘A’’ in the table indicates that the system, task, or procedure may be examined if the appropriate aircraft system or control is simulated in the FFS and is working properly T ABLE C1C—T ABLE OF T ASKS VS . S IMULATOR LEVEL QPS requirements Information Simulator Subjective requirements levels Entry No. The simulator must be able to perform the tasks associated with Notes that level of qualification.

B C D 1. ............... Instructor Operating Station (IOS), as appropriate 1.a. ............ Power switch(es) ........................................................................... X X X 1.b. ............ Helicopter conditions ..................................................................... X X X e.g., GW, CG, Fuel loading, Systems, Ground Crew.

1.c. ............ Airports/Heliports/Helicopter Landing Areas .................................. X X X e.g., Selection, Surface, Presets, Lighting controls 1.d. ............ Environmental controls. ................................................................. X X X e.g., Clouds, Visibility, RVR, Temp, Wind, Ice, Snow, Rain, and Windshear.

1.e. ............ Helicopter system malfunctions (Insertion/deletion) ...................... X X X 1.f. ............. Locks, Freezes, and Repositioning ............................................... X X X 2. ............... Sound Controls.

2.a. ............ On/off/adjustment ........................................................................... X X X 3. ............... Motion/Control Loading System 3.a. ............ On/off/emergency stop .................................................................. X X X 4. ............... Observer Seats/Stations 4.a. ............ Position/Adjustment/Positive restraint system ............................... X X X A TTACHMENT 2 TO A PPENDIX C TO P ART 60— T ABLE OF C ONTENTS —Continued FFS O BJECTIVE T ESTS Paragraph Title llllllllllllllllllllllll No.

4. .............. Control Dynamics.

B EGIN INFORMATION 5. .............. [Reserved] T ABLE OF C ONTENTS 6. .............. Motion System.

Paragraph Title No.

7. .............. Sound System.

1. .............. Introduction.

8. .............. Additional Information About Flight Simulator Qualification for New or Derivative Heli- 2. .............. Test Requirements.

copters.

Table C2A, Objective Tests.

9. .............. Engineering Simulator—Validation Data.

3. .............. General. 10. ............ [Reserved]

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

manually while recording all appropriate pa- T ABLE OF C ONTENTS —Continued rameters. The results must be produced on Paragraph an appropriate recording device acceptable Title No.

to the responsible Flight Standards office and must include simulator number, date, 11. ............ Validation Test Tolerances.

time, conditions, tolerances, and appropriate 12. ............ Validation Data Roadmap. dependent variables portrayed in comparison to the validation data. Time histories are re- 13. ............ Acceptance Guidelines for Alternative Engines quired unless otherwise indicated in Table Data.

C2A. All results must be labeled using the tolerances and units given.

14. ............ Acceptance Guidelines for Alternative Avionics b. Table C2A sets out the test results re- (Flight-Related Computers and Controllers).

quired, including the parameters, tolerances, 15. ............ Transport Delay Testing.

and flight conditions for simulator valida- tion. Tolerances are provided for the listed 16. ............ Continuing Qualification Evaluations—Validation tests because mathematical modeling and Test Data Presentation.

acquisition/development of reference data are often inexact. All tolerances listed in the 17. ............ Alternative Data Sources, Procedures, and In- strumentation: Level A and Level B Simula- following tables are applied to simulator per- tors Only.

formance. When two tolerance values are given for a parameter, the less restrictive value may be used unless otherwise indi- 1. I NTRODUCTION cated. In those cases where a tolerance is ex- a. If relevant winds are present in the ob- pressed only as a percentage, the tolerance jective data, the wind vector (magnitude and percentage applies to the maximum value of direction) should be clearly noted as part of that parameter within its normal operating the data presentation, expressed in conven- range as measured from the neutral or zero tional terminology, and related to the run- position unless otherwise indicated.

way being used for the test.

c. Certain tests included in this attach- b. The responsible Flight Standards office ment must be supported with an SOC. In will not evaluate any simulator unless the Table C2A, requirements for SOCs are indi- required SOC indicates that the motion sys- cated in the ‘‘Test Details’’ column.

tem is designed and manufactured to safely d. When operational or engineering judg- operate within the simulator’s maximum ex- ment is used in making assessments for cursion, acceleration, and velocity capabili- flight test data applications for simulator ties (see Motion System in the following validity, such judgment may not be limited table).

to a single parameter. For example, data c. Table C2A addresses helicopter simula- that exhibit rapid variations of the measured tors at Levels B, C, and D because there are parameters may require interpolations or a no Level A Helicopter simulators.

‘‘best fit’’ data selection. All relevant param- eters related to a given maneuver or flight E ND INFORMATION condition must be provided to allow overall llllllllllllllllllllllll interpretation. When it is difficult or impos- sible to match simulator to helicopter data B EGIN QPS R EQUIREMENTS throughout a time history, differences must be justified by providing a comparison of 2. T EST R EQUIREMENTS other related variables for the condition a. The ground and flight tests required for being assessed.

qualification are listed in Table of C2A, FFS e. The FFS may not be programmed so Objective Tests. Computer-generated simu- that the mathematical modeling is correct lator test results must be provided for each only at the validation test points. Unless test except where an alternative test is spe- noted otherwise, simulator tests must rep- cifically authorized by the responsible Flight resent helicopter performance and handling Standards office. If a flight condition or op- qualities at operating weights and centers of erating condition is required for the test but gravity (CG) typical of normal operation. If does not apply to the helicopter being simu- a test is supported by helicopter data at one lated or to the qualification level sought, it extreme weight or CG, another test sup- may be disregarded ( e.g. , an engine out ported by helicopter data at mid-conditions missed approach for a single-engine heli- or as close as possible to the other extreme copter, or a hover test for a Level B simu- must be included. Certain tests that are rel- lator). Each test result is compared against evant only at one extreme CG or weight con- the validation data described in § 60.13 and in dition need not be repeated at the other ex- this appendix. Although use of a driver pro- treme. Tests of handling qualities must in- gram designed to automatically accomplish clude validation of augmentation devices.

the tests is encouraged for all simulators and f. When comparing the parameters listed to required for Level C and Level D simulators, those of the helicopter, sufficient data must each test must be able to be accomplished also be provided to verify the correct flight

Federal Aviation Administration, DOT Pt. 60, App. C

condition and helicopter configuration of the failure is necessary. For those per- changes. For example, to show that control formance and static handling qualities tests force is within ± 0.5 pound (0.22 daN) in a stat- where the primary concern is control posi- ic stability test, data to show the correct tion in the unaugmented configuration, un- airspeed, power, thrust or torque, helicopter augmented data are not required if the de- configuration, altitude, and other appro- sign of the system precludes any affect on priate datum identification parameters must control position. In those instances where also be given. If comparing short period dy- the unaugmented helicopter response is di- namics, normal acceleration may be used to vergent and non-repeatable, it may not be establish a match to the helicopter, but air- feasible to meet the specified tolerances. Al- speed, altitude, control input, helicopter ternative requirements for testing will be configuration, and other appropriate data mutually agreed upon by the sponsor and the must also be given. All airspeed values must responsible Flight Standards office on a be properly annotated (e.g., indicated versus case-by-case basis.

calibrated). In addition, the same variables k. Some tests will not be required for heli- must be used for comparison (e.g., compare copters using helicopter hardware in the inches to inches rather than inches to centi- simulator flight deck (e.g., ‘‘helicopter mod- meters).

ular controller’’). These exceptions are noted g. The QTG provided by the sponsor must in Table C2A of this attachment. However, in clearly describe how the simulator will be these cases, the sponsor must provide a set up and operated for each test. Each simu- statement that the helicopter hardware lator subsystem may be tested independ- meets the appropriate manufacturer’s speci- ently, but overall integrated testing of the fications and the sponsor must have sup- simulator must be accomplished to assure porting information to that fact available that the total simulator system meets the for responsible Flight Standards office re- prescribed standards. A manual test proce- view.

dure with explicit and detailed steps for l. In cases where light-class helicopters are completing each test must also be provided.

being simulated, prior coordination with the h. For previously qualified simulators, the responsible Flight Standards office on ac- tests and tolerances of this attachment may ceptable weight ranges is required. The be used in subsequent continuing qualifica- terms ‘‘light’’, ‘‘medium’’, and ‘‘near max- tion evaluations for any given test if the imum’’, as defined in Appendix F of this sponsor has submitted a proposed MQTG re- part, may not be appropriate for the simula- vision to the responsible Flight Standards tion of light-class helicopters.

office and has received responsible Flight END QPS R EQUIREMENTS Standards office approval.

i. Motion System Tests: llllllllllllllllllllllll (a) The minimum excursions, accelera- tions, and velocities for pitch, roll, and yaw B EGIN INFORMATION must be measurable about a single, common m. In those cases where the objective test reference point and must be achieved by results authorize a ‘‘snapshot test’’ or a ‘‘se- driving one degree of freedom at a time.

ries of snapshot test results’’ in lieu of a (b) The minimum excursions, accelera- time-history result, the sponsor or other tions, and velocities for heave, sway, and data provider must ensure that a steady surge may be measured about different, iden- state condition exists at the instant of time tifiable reference points and must be captured by the ‘‘snapshot’’. The steady achieved by driving one degree of freedom at state condition must exist from 4 seconds a time.

prior to, through 1 second following, the in- j. Tests of handling qualities must include stant of time captured by the snap shot.

validation of augmentation devices. FFSs for n. For references on basic operating highly augmented helicopters will be vali- weight, see AC 120–27, Aircraft Weight and dated both in the unaugmented configura- Balance; and FAA–H–8083–1, Aircraft Weight tion (or failure state with the maximum per- and Balance Handbook.

mitted degradation in handling qualities) and the augmented configuration. Where E ND I NFORMATION various levels of handling qualities result from failure states, validation of the effect llllllllllllllllllllllll

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

Notes Information X X X X X D C X X X X X level Simulator B X X X X X ESTS T Test details BJECTIVE from the initiation of the start sequence to steady state idle and from steady state idle to operating RPM. and operating RPM condi- tions. May be a series of snapshot tests. trim system actuation in both directions. input to the collective. May be conducted concurrently with climb and descent per- formance tests. pedal position and brake system pressure must be matched to the helicopter flight test value.

Record each engine start Record both steady state idle Record engine response to Record results using a step If brakes are used, brake (FFS) O IMULATOR S Flight condition Used and Not Used, if ap- plicable.

LIGHT Ground with the Rotor Brake Ground ................................... Ground ................................... Climb and descent ................ Ground ...................................

F ULL ± C.

° QPS requirements C.

30 ° ± 5%, Rotor 10% or 5%, Gas 2%, Turbine ± 20 ± ± ± ± C2A—F 3%, Fuel Flow— 5%, Power Tur- 1.5%, Fuel 2%, Power Tur- ± ± ± ± 3%, Rotor 5%, Gas Generator 5%, Rotor ± ± ± Tolerance(s) ABLE T 10%, Gas Generator 0.5% change of rotor sec., Torque— Speed— ± Speed— bine Speed— Turbine Temp.— Speed— Flow— Speed— bine Speed— Gas Temp.— power turbine speed, or ± speed. Speed—1.5%. copter turn radius.

10% of total change of 3 ft. (0.9m) or 20% of heli- Light Off Time— Torque— ± Torque— ± Title Test (transient). ating RPM conditions. Governing.

Engine Assessment Start Operations Engine start and acceleration Steady State Idle and Oper- Power Turbine Speed Trim ... Engine and Rotor Speed Surface Operations Minimum Radius Turn ...........

.......

........

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

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

Entry No.

1. Performance 1.a. 1.a.1. 1.a.1.a 1.a.1.b. 1.a.2. 1.a.3. 1.b. 1.b.1.

Federal Aviation Administration, DOT Pt. 60, App. C

takeoff procedures can be performed, the specific type of takeoff profile should be recorded to en- sure the proper takeoff pro- file comparison test is used.

Because several kinds of X X X X X X X X X X X X X X X pedal position and brake system pressure must be matched to the helicopter flight test value. sition and pitch attitude during ground taxi for a specific ground speed, wind speed and direction, and density altitude. flight path as appropriate to helicopter model simulated (running takeoff for Level B, takeoff from a hover for Level C and D). For Level B, the criteria apply only to those segments at air- speeds above effective translational lift. Results must be recorded from the initiation of the takeoff to at least 200 ft (61m) AGL. appropriate to helicopter model simulated. Results must be recorded from the initiation of the takeoff to at least 200 ft (61m) AGL.

If brakes are used, brake Record results for control po- Record results of takeoff Record takeoff flight path as Segment of Climb. Segment of Climb.

Ground Takeoff ..................... Ground ................................... Ground ................................... Ground/Takeoff and Initial Ground/Takeoff; and Initial , , ° ° 2 2 1.5%, 1.5%, ± ± ± ± 5%, Di- 100 fpm 100 fpm ± ± ± , Torque— ° , Bank Atti- , Bank Atti- ° ° 1.5 ± 5%, Lateral 10%, Direc- 10%. 10%, Direc- 10%.

1.5 1.5 /sec. Turn Rate. ± 3 kt, Altitude— ± ± 3 kt, Altitude— ± ± ± , Heading— ± , Heading— ° ° ° 5%. ± ± 2 2 ± 10%, Lateral Control 10% Lateral Control ± ± ± ± ± 3%, Longitudinal Control 5%, Collective Control Po- 20 ft (6.1m), Torque— 3%, Rotor Speed— 10%, Collective Control 20 ft (6.1m), Torque— 3%, Rotor Speed— 10%, Collective Control ± Position— Control Position— rectional Control Position— ± sition— ± ± Vertical Velocity— (0.50m/sec) or 10%, Pitch Attitude— tude— Longitudinal Control Posi- tion— Position— tional Control Position— ± Position— ± ± Vertical Velocity— (0.50m/sec) or 10%, Pitch Attitude— tude— Longitudinal Control Posi- tion— Position— tional Control Position— ± Position— 10% or 10% of time and distance.

± Pitch Angle— ± Airspeed— Airspeed— flection, Brake Application, or Nosewheel Angle, as applicable. tinued takeoff.

Rate of Turn vs. Pedal De- Taxi ........................................ Brake Effectiveness ............... Takeoff When the speed range for the following tests is less than 40 knots, the applicable airspeed tolerance may be applied to either airspeed or ground speed, as appropriate. All Engines ............................ One Engine Inoperative con- .......... .......... ..........

1.b.2. 1.b.3. 1.b.4. 1.c. .............. 1.c.1. ........... 1.c.2. ...........

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

Notes Information X X X D C X X X level Simulator B —Continued Test details TESTS point to touch down. Test conditions near limiting per- formance. heavy gross weights. May be a series of snapshot tests. heavy gross weights. May be a series of snapshot tests.

Time history from the take off Record results for light and Record results for light and BJECTIVE (FFS) O Flight condition IMULATOR Out of Ground Effect (OGE).

S Ground, Takeoff .................... In Ground Effect (IGE); and From OGE Hover ..................

LIGHT 1.5%, 30m F ± , Roll ± ° QPS requirements 10%, 10%, 5%, 5%.

± ± ± ± 100 fpm 10%, Di- 1.5 ± ± ULL ± , Heading— ° 7.5% or , Bank Atti- , Longitudinal 10%, Lateral 5%, Collective ± ° ° 3 kt, Altitude— ± ± 1.5 ± 5%.

3%, Pitch Atti- 1.5 1.5 ± ± 10%, Collective ± Tolerance(s) ± ± ± C2A—F , Longitudinal Control ° 20 ft (6.1m), Torque— 3%, Rotor Speed— 2 5%, Directional Control 5%, Collective Control Po- ± ± Pitch Attitude— angle— ± Position— Control Position— Directional Control Posi- tion— Control Position— Distance— (100ft). tude— tude— Control Position— Lateral Control Position— ± Position— Control Position— (0.50 m/sec) or rectional Control Position— ± sition— Airspeed— Torque— Vertical Velocity— ABLE T Title Test jected take off.

One Engine inoperative, re- Hover Performance .......................... Vertical Climb Performance .......................... Level Flight ............. .............

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

Entry No.

1.c.3. ........... 1.d. 1.e. 1.f.

Federal Aviation Administration, DOT Pt. 60, App. C

ance at speeds above maximum endurance air- speed.

This test validates perform- X X X X X X X X X X X X 5 kts, ± weight and CG combina- tions with varying trim speeds throughout the air- speed envelope. May be a series of snapshot tests. weight and CG combina- tions. The data presented must be for normal climb power conditions. May be a series of snapshot tests. two gross weight and CG combinations. May be a series of snapshot tests. weight conditions. Data must be recorded for nor- mal operating RPM. (Rotor speed tolerance applies only if collective control po- sition is full down.) Data must be recorded for speeds from 50 kts, through at least maximum glide distance airspeed, or maximum allowable auto- rotation airspeed, which- ever is slower. May be a series of snapshot tests.

Record results for two gross Record results for two gross Results must be recorded for Record results for two gross Off). engine inoperative; Aug- mentation System(s) On and Off. sec) rate of descent (RoD) at normal approach speed. Augmentation System(s) On and Off. tion System(s) On and Off.

Cruise (Augmentation On and All engines operating; One At or near 1,000 fpm (5 m/ Steady descents. Augmenta- 5%, 5%. 5%, 5%. 5%, 5%. 5%, 5%, 100 fpm , Sideslip ± ± ± ± ± ± ± ± ± ° 100 fpm ± 10%, Pitch , Sideslip 1.5 ° ± ± , Sideslip , Sideslip , Longitudinal 5%, Collective , Longitudinal 5%, Collective , Longitudinal 5%, Collective , Longitudinal 5%, Collective ° 1.5 ° ° ° ° ° ± ± ± ± ± 2 2 2 2 3%, Pitch Atti- 3%, Pitch Atti- 1.5 ± ± 1.5 ± ± ± ± ± ± 5%, Directional Control 5%, Directional Control 5%, Directional Control 5%, Directional Control 1.5%.

tude— Angle— Control Position— Lateral Control Position— ± Position— Control Position— (6.1m/sec) or Attitude— Angle— Control Position— Lateral Control Position— ± Position— Control Position— tude— Angle— Control Position— Lateral Control Position— ± Position— Control Position— Angle— Control Position— Lateral Control Position— ± Position— Control Position— Vertical Velocity— or 10%, Rotor Speed— ± Torque— Vertical Velocity— Torque— Pitch Attitude— Flight Control Positions. Flight Control Positions. Trimmed Flight Control Po- sitions. and Trimmed Flight Control Positions.

Performance and Trimmed Climb Performance and Trimmed Descent Descent Performance and Autorotation Performance Autorotation .......... ..........

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

1.g. 1.h. 1.h.1. 1.h.2. 1.i. ...............

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

Notes Information X X X D C X X X level Simulator B X X —Continued Test details TESTS throttle reduction to idle. If the cruise condition is se- lected, comparison must be made for the maximum range airspeed. If the climb condition is selected, com- parison must be made for the maximum rate of climb airspeed at or near max- imum continuous power. proach and landing profile as appropriate to the heli- copter model simulated (running landing for Level B, or approach to a hover for Level C and D). For Level B, the criteria apply only to those segments at airspeeds above effective translational lift. egory A and Category B approaches and landing as appropriate to helicopter model simulated. For Level B, the criteria apply only to those segments at air- speeds above effective translational lift.

Record results of a rapid Record results of the ap- Record results for both Cat- BJECTIVE (FFS) O Flight condition IMULATOR S Cruise or Climb ..................... Approach ............................... Approach ...............................

, LIGHT ° 1.5%, 1.5%, F ± , Bank ± , Bank ° ° QPS requirements ± 10%, 10%. 10%, 10%.

± ± ± ± 1.5 1.5 ULL ± ± , Heading— , Heading— ° ° 3%, Pitch At- ± 5 kts., Vertical 200 fpm (1.00 10%, Lateral 10%, Lateral , Roll Attitude— ± 1.5 1.5 ° ± 3 kts., Altitude— ± 3 kts., Altitude— ± ± ± ± ± ± 10%, Collective 10%, Collective Tolerance(s) ± ± C2A—F , Yaw Attitude— , Longitudinal Control , Longitudinal Control ° ° ° 3 20 ft. (6.1m), Torque— 3%, Rotor Speed— 2 20 ft. (6.1m), Torque— 3%, Rotor Speed— 2 titude— ± Airspeed— Velocity— m/sec) or 10%. ± ± Pitch Attitude— Attitude— ± Position— Control Position— Directional Control Posi- tion— Control Position— ± ± Pitch Attitude— Attitude— ± Position— Control Position— Directional Control Posi- tion— Control Position— Rotor Speed— Airspeed— Airspeed— ABLE T Title Test Entry ...................................... Landing When the speed range for tests 1.j.1., 1.j.2., or 1.j.3. is less than 40 knots, the applicable airspeed tolerance may be applied to either airspeed or ground speed, as appro- priate. All Engines ............................ One Engine Inoperative.

Entry No.

1.j. ............... 1.j.1. ............ 1.j.2. ............

Federal Aviation Administration, DOT Pt. 60, App. C

acquiring this data may be acceptable, depending on the aircraft as well as the personnel and the data re- cording, reduction, and in- terpretation facilities to be used, are: (1) a simulated autorotational flare and re- duction of rate of descent (ROD) at altitude; or (2) a power-on termination fol- lowing an autorotational approach and flare.

Standards office for clari- fication of any issue re- garding helicopters with re- versible controls or where the required validation data is not attainable.

Alternative approaches for Contact the responsible Flight X X X X X maneuver initiated from a stabilized approach at the landing decision point (LDP). autorotational deceleration and landing from a sta- bilized autorotational de- scent, to touch down all required parameters for a complete power-off land- ing is not available from the aircraft manufacturer for this test and other quali- fied flight test personnel are not available to acquire this data, the sponsor may coordinate with the respon- sible Flight Standards of- fice to determine if it is ap- propriate to accept alter- native testing means.

Record the results for the Record the results of an If flight test data containing cyclic, collective, and pedal), special test fixtures will not Approach ............................... Landing ..................................

i.e., 1.5%, ± , Bank ° 10%, 10%. 10%, , Longi- ± ± ± ß 1.5 ± , Heading— ± ° 10%, Lateral 1.5 3 kts, Altitude— ± ± 3%, Vertical Ve- , Bank Attitude— ß ± ± 100 fpm (0.50m/ 3%, Rotor 10%, Collective ± ± 10%, Directional 10%.

± ± ± ± , Longitudinal Control , Heading— ° ß 20 ft. (6.1m), Torque— 3%, Rotor Speed— 2 2 10%, Lateral Control Posi- ± ± Pitch Attitude— Attitude— ± Position— Control Position— Directional Control Posi- tion— Control Position— Speed— locity— sec) or 10%, Pitch Atti- tude— ± tudinal Control Position— ± tion— Control Position— Collective Control Posi- tion— Airspeed— Torque— Balked Landing ...................... Autorotational Landing .......... Control System Mechanical Characteristics For simulators requiring Static or Dynamic tests at the controls ( be required during initial or upgrade evaluations if the sponsor’s QTG/MQTG shows both test fixture results and the results of an alternative approach, such as computer plots produced concurrently showing satisfactory agreement. Repeat of the alter- native method during the initial or upgrade evaluation satisfies this test requirement. For initial and upgrade evaluations, the control dynamic characteristics must be measured at and recorded directly from the flight deck controls, and must be accom- plished in hover, climb, cruise, and autorotation .............

1.j.3. ............ 1.j.4. ............ 2. Handling Qualities 2.a.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

Notes Information does not require the rotor to be engaged/turning. The phrase ‘‘if applicable’’ re- garding stability augmenta- tion systems means if an augmentation system is available and if this system may be operational on the ground under static condi- tions as described here. does not require the rotor to be engaged/turning. The phrase ‘‘if applicable’’ re- garding stability augmenta- tion system means if a sta- bility augmentation system is available and if this sys- tem may be operational on the ground under static conditions as described here.

Flight Test Data for this test Flight Test Data for this test X X X X D C X X X X level Simulator B X X X X —Continued Test details TESTS rupted control sweep to the stops. (This test does not apply if aircraft hardware modular controllers are used.) rupted control sweep to the stops. recorded value of the trim rate.

Record results for an uninter- Record results for an uninter- The tolerance applies to the BJECTIVE (FFS) O Flight condition IMULATOR the hydraulic system (if ap- plicable) pressurized; sup- plemental hydraulic pres- surization system may be used. Trim On and Off. Friction Off Augmentation (if applicable) On and Off. the hydraulic system (if ap- plicable) pressurized; sup- plemental hydraulic pres- surization system may be used. Trim On and Off. Friction Off. Augmentation (if applicable) On and Off. Trim On, Friction Off.

S Ground; Static conditions with Ground; Static conditions with Ground; Static conditions. Ground; Static conditions.

1.0 1.0 LIGHT ± ± F QPS requirements ULL 0.25 lbs. (0.112 0.5 lb. (0.224 ± ± Tolerance(s) 10%.

C2A—F ± daN) or 25%; Force— lb. (0.224 daN) or 10%. daN) or 25%; Force— lb. (0.224 daN) or 10%.

5 lbs. (2.224 daN) or 10%.

Breakout— Breakout— ± Rate— ABLE T Title Test tion. cable systems).

Cyclic ..................................... Collective/Pedals ................... Brake Pedal Force vs. Posi- Trim System Rate (all appli- .......... .......... .......... ..........

Entry No.

2.a.1. 2.a.2. 2.a.3. 2.a.4.

Federal Aviation Administration, DOT Pt. 60, App. C

conducted in a hover, in ground effect, without en- tering translational flight, to provide better visual ref- erence.

ment of 25% to 50% is necessary for proper exci- tation. Control Dynamics for irreversible control sys- tems may be evaluated in a ground/static condition. Additional information on control dynamics is found later in this attachment. ‘‘N’’ is the sequential period of a full cycle of oscillation. does not require the rotor to be engaged/turning.

This is a ‘‘short time’’ test Typically, control displace- Flight Test Data for this test X X X X X X X X X X X a normal control displace- ment in both directions in each axis. for all controls. speed increments to the translational airspeed limits and for 45 kts. forward air- speed. May be a series of snapshot tests. ative wind directions (in- cluding the most critical case) in the critical quad- rant. May be a series of snapshot tests. trol input. The Off-axis re- sponse must show correct trend for unaugmented cases.

Results must be recorded for Record and compare results Record results for several air- Record results for three rel- Record results for a step con- tion Off. with the hydraulic system (if applicable) pressurized; supplemental hydraulic pressurization system may be used. Sideward, rearward, and forward flight. Augmenta- tion On and Off. tion On and Off. Off.

Hover/Cruise, Trim On, Fric- Ground; Static conditions; Translational Flight IGE— Stationary Hover. Augmenta- Hover Augmentation On and .

/ ° ° 10% 1 ± ± 5%. 5%. 5%, 5%. ± ± ± ± ± 10 (N + 1)% ± 2.5 mm).

± , Bank Atti- , Bank Atti- 10% or 5%, Collective 5%, Collective 10% or 1.5 ° ° ± ± ± ± , Longitudinal , Longitudinal ° ° 3%, Pitch Atti- 3%, Pitch Atti- 1.5 2 1.5 2 ± ± ± ± ± ± 5%, Directional Control 5%, Directional Control crossing and of period thereafter, of amplitude of first over- shoot, 20% of amplitude of 2nd and subsequent over- shoots greater than 5% of initial displacement, overshoot. tude— tude— Control Position— Lateral Control Position— ± Position— Control Position— tude— tude— Control Position— Lateral Control Position— ± Position— Control Position— sec., Pitch Attitude Change— 10% of time for first zero 0.10 inches ( ± ± Torque— Torque— Pitch Rate— tions.

Control Dynamics (all axes) .. Control System Freeplay ....... Low Airspeed Handling Qualities Trimmed Flight Control Posi- Critical Azimuth ..................... Control Response Longitudinal ...........................

.......

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

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

2.a.5. 2.a.6. 2.b. 2.b.1. 2.b.2. 2.b.3. 2.b.3.a.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

Notes Information conducted in a hover, in ground effect, without en- tering translational flight, to provide better visual ref- erence. conducted in a hover, in ground effect, without en- tering translational flight, to provide better visual ref- erence.

This is a ‘‘short time’’ test This is a ‘‘short time’’ test X X X X X D C X X X X X level Simulator B X X —Continued Test details TESTS trol input. The Off-axis re- sponse must show correct trend for unaugmented cases. trol input. The Off-axis re- sponse must show correct trend for unaugmented cases. trol input. The Off-axis re- sponse must show correct trend for unaugmented cases. two cruise airspeeds to in- clude minimum power re- quired speed. Record data for a step control input. The Off-axis response must show correct trend for unaugmented cases. of two speeds on each side of the trim speed. May be a series of snapshot tests.

Record results for a step con- Record results for a step con- Record results for a step con- Results must be recorded for Record results for a minimum BJECTIVE (FFS) O Flight condition IMULATOR Off. Off. Off. Off. Augmentation On and Off.

S Hover Augmentation On and Hover Augmentation On and Hover Augmentation On and Cruise Augmentation On and Cruise or Climb. Autorotation.

.

° / LIGHT /sec., ° /sec., ° 0.1 g.

° 2 F 1.5 2 10% or ± QPS requirements ± ± ± ± ± ULL .

° 10% or 10% or 10% or 10% or 3 ± ± ± ± ± Tolerance(s) C2A—F 0.25 in. (6.3 mm) or .

± 0.5 lb. (0.223 daN) or ° 10% or 2 10% of change from trim ± 10%.

Roll Attitude Change— ± Heading Change— ± sec., Pitch Attitude Change— ± or Longitudinal Control Force : ± Roll Rate— Yaw Rate— Normal Acceleration— Pitch Rate— Longitudinal Control Position: ABLE T Title Test Lateral .................................... Directional .............................. Vertical ................................... Longitudinal Handling Qualities Control Response .................. Static Stability ........................ Dynamic Stability ....... .......

Entry No.

2.b.3.b. 2.b.3.c. ........ 2.b.3.d. 2.c. .............. 2.c.1. ........... 2.c.2. ........... 2.c.3. ...........

Federal Aviation Administration, DOT Pt. 60, App. C

unrepeatable throughout the stated time for certain helicopters. In these cases, the test should show at least that a divergence is identifiable. For example: Displacing the cyclic for a given time normally excites this test or until a given pitch attitude is achieved and then return the cyclic to the original position. For non-periodic responses, re- sults should show the same convergent or diver- gent character as the flight test data. the natural frequency of the aircraft normally excites this test. However, while input doublets are pre- ferred over pulse inputs for Augmentation-Off tests, for Augmentation-On tests, when the short-term re- sponse exhibits 1st-order or deadbeat characteristics, longitudinal pulse inputs may produce a more co- herent response.

A control doublet inserted at The response may be X X X X X X X X X ° –45 ° or double amplitude, ⁄ record results for three full cycles (6 overshoots after input completed) or that sufficient to determine time to whichever is less. prior to 20 sec. if the test pilot determines that the re- sults are becoming uncon- trollably divergent. two airspeeds. two airspeeds at 30 roll angle. The force may be shown as a cross plot for irreversible systems. May be a series of snap- shot tests.

For periodic responses, The test may be terminated Record results for at least Record results for at least Off. tion On and Off. tion On and Off.

Cruise Augmentation On and Cruise or Climb. Augmenta- Cruise or Climb. Augmenta- 5 kts ± or dou- 0.02 of ⁄ ± /sec. Pitch ° ± pitch; and 0.5 lb. (0.223 10%.

° ± 0.25 in. (6.3 mm) ± 0.1 g Normal Accel- 10% of change from ± ± ± ± Pitch or ° 10% of time to ± ble amplitude, or damping ratio.For non-peri- odic responses, the time history must be matched within airspeed over a 20 sec pe- riod following release of the controls. Rate. eration. tion— trim or or Longitudinal Control Forces— daN) or 10% of calculated period, 1.5 ± ± Longitudinal Control Posi- Long-Term Response. Short-Term Response. Maneuvering Stability. Lateral and Directional Handling Qualities Control Response ..........

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

2.c.3.a. ........ 2.c.3.b. ........ 2.c.4. ........... 2.d. 2.d.1.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

Notes Information sideslip test at a fixed col- lective position.

This is a steady heading X X X D C X X X level Simulator B X X X —Continued Test details TESTS two airspeeds, including the speed at or near the minimum power required airspeed. trol input. The Off-axis re- sponse must show correct trend for unaugmented cases. airspeeds, including the speed at or near the min- imum power required air- speed. trol input. The Off-axis re- sponse must show correct trend for unaugmented cases. two sideslip angles on ei- ther side of the trim point. The force may be shown as a cross plot for irrevers- ible systems. May be a se- ries of snapshot tests.

Record results for at least Record results for a step con- Record data for at least two Record results for a step con- Record results for at least BJECTIVE (FFS) O Flight condition IMULATOR Off. Off. Descent instead of Climb if desired), Augmentation On and Off.

S Cruise Augmentation On and Cruise Augmentation On and Cruise; or Climb (may use LIGHT /sec., /sec., 0.25 ° 1.5, ° F ± 2 ± QPS requirements ± ± ULL 10% of ± . .

° ° 10% or 10% or 3 2 ± ± ± ± 1 lb. (0.448 daN) 100 fpm (0.50m/ 0.25 in. (6.3 mm) ± 10% of change from ± ± Tolerance(s) ± C2A—F 0.25 in. (6.3 mm) or ± 10% or 10% or 10% of change from trim 0.5 lb. (0.223 daN) or Roll Attitude Change— ± Yaw Attitude Change— ± ± or Lateral Control Force— ± 10%, Roll Attitude— Directional Control Posi- tion— trim or or Directional Control Force— or 10%, Longitudinal Con- trol Position— change from trim or in. (6.3 mm), Vertical Ve- locity— sec) or 10%.

Roll Rate— Yaw Rate— Lateral Control Position— ABLE T Title Test Lateral .................................... Directional .............................. Directional Static Stability.

.......

........

..........

Entry No.

2.d.1.a 2.d.1.b. 2.d.2.

Federal Aviation Administration, DOT Pt. 60, App. C

X X X X X X X X X X X X or double ampli- ⁄2 two airspeeds. The test must be initiated with a cy- clic or a pedal doublet input. Record results for six full cycles (12 overshoots after input completed) or that sufficient to determine time to tude, whichever is less. The test may be terminated prior to 20 sec if the test pilot determines that the re- sults are becoming uncon- trollably divergent. lease from pedal only or cyclic only turns for 20 sec. Results must be recorded from turns in both direc- tions. Terminate check at zero roll angle or when the test pilot determines that the attitude is becoming uncontrollably divergent. tial entry into cyclic only turns, using only a mod- erate rate for cyclic input. Results must be recorded for turns in both directions. MQTG. The test must dem- onstrate frequency re- sponse of the motion sys- tem as specified by the ap- plicant for flight simulator qualification.

Record results for at least Record the results of a re- Record the time history of ini- Required as part of the tion On and Off. tion On and Off. tion On and Off.

Cruise or Climb. Augmenta- Cruise or Climb. Augmenta- Cruise or Climb. Augmenta- N/A .........................................

± /s ° ± or dou- 2 0.02 of ⁄ transient ± Roll Atti- 20% or ° ° ± ± ± 10% of period, ± /s Yaw Rate or ° ± 10% roll angle.

± Yaw Angle over a 20 ° or 10% of time to 10 knots Airspeed; 4 ± ble amplitude or damping ratio, sec of time difference be- tween peaks of bank and sideslip. For non-periodic responses, the time history must be matched within ± Roll Rate or tude; ± sec period roll angle fol- lowing release of the con- trols. ° sideslip angle. bility.

0.5 sec. or 2 ± ± Correct Trend, Based on Simulator Capa- tions.

Dynamic Lateral and Directional Stability Lateral-Directional Oscilla- Spiral Stability. Adverse/Proverse Yaw. Frequency response ....... .......

..........

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

2.d.3. 2.d.3.a. 2.d.3.b. 2.d.3.c. ........ 3. Motion System 3.a.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

Notes Information tachment for additional in- formation. Note: if there is no difference in the model for ‘‘ground’’ and ‘‘flight’’ operation of the motion system, this should be de- scribed in an SOC and will not require tests in both modes.

See Paragraph 6.c. in this at- X X X D C X X X level Simulator B X X X /sec/ ° —Continued /sec and 0.3g, re- ° Test details TESTS MQTG. The test must dem- onstrate motion system leg balance as specified by the applicant for flight simulator qualification. MQTG. The test must dem- onstrate a smooth turn- around (shift to opposite di- rection of movement) of the motion system as specified by the applicant for flight simulator qualification. MQTG. The test is accom- plished by injecting a mo- tion signal to generate movement of the platform. The input must be such that the rotational accelera- tions, rotational rates, and linear accelerations are in- serted before the transfer from helicopter center of gravity to the pilot ref- erence point with a min- imum amplitude of 5 sec, 10 spectively.

Required as part of the Required as part of the Required as part of the BJECTIVE (FFS) O Flight condition IMULATOR ‘‘ground’’ mode and in the ‘‘flight’’ mode of the motion system operation.

S N/A ......................................... N/A ......................................... Accomplished in both the LIGHT F QPS requirements 0.05g ± ULL Tolerance(s) C2A—F bility. bility. the test results must be re- peatable to within actual platform linear accel- eration in each axis.

Based on Simulator Capa- Based on Simulator Capa- With the same input signal, ABLE T Title Test Leg Balance Leg Balance .......................... Turn Around Turn Around .......................... Motion system repeatability Motion cueing performance signature ............. ............. .............

Entry No.

3.b. 3.c. .............. 3.d. 3.e.

Federal Aviation Administration, DOT Pt. 60, App. C

attachment, Motion cueing performance signature. 1.c.1. 1.d. may be separate from the ‘‘main’’ motion system.

1.j.1. 1.j.4. 2.c.1. 2.d.1.a. 2.d.1.c.

See paragraph 6.d., of this Associated to test number Associated to test number 1.i. Associated to test number Associated to test number Associated to test number Associated to test number Associated to test number Associated to test number Characteristic motion cues X X X X X X X X ....

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

X X X X X ....

± These tests must be run with the motion buffet mode disabled. climb must dominate over cab tilt due to longitudinal acceleration.

Required as part of MQTG. Pitch attitude due to initial Ground ................................... Ground ................................... Flight ...................................... Flight ...................................... Flight ...................................... Flight ...................................... Ground ...................................

for flight simulator qualifica- tion. for flight simulator qualifica- tion. for flight simulator qualifica- tion. for flight simulator qualifica- tion. for flight simulator qualifica- tion. for flight simulator qualifica- tion. for flight simulator qualifica- tion. for flight simulator qualifica- tion.

As specified by the sponsor As specified by the sponsor As specified by the sponsor As specified by the sponsor As specified by the sponsor As specified by the sponsor As specified by the sponsor As specified by the sponsor OGE).

Takeoff (all engines). Hover performance (IGE and Autorotation (entry). Landing (all engines). Autorotation (landing). Control Response Longitudinal ........................... Lateral. ................................... Directional .............................. Characteristic Motion (Vibration) Cues—For all of the following tests, the simulator test results must exhibit the overall appear- ance and trends of the helicopter data, with at least three (3) of the predominant frequency ‘‘spikes’’ being present within Hz.

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

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

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

3.e.1. 3.e.2. 3.e.3. 3.e.4. 3.e.5. 3.e.6. 3.e.6.a. 3.e.6.b. 3.e.6.c. ........ 3.f.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

Notes Information parison of vibration ampli- tudes between different maneuvers; e.g., if the 1/ rev vibration amplitude in the helicopter is higher dur- ing steady state turns than in level flight this increasing trend should be dem- onstrated in the simulator. Additional examples of vi- brations may include: tion to and from hover; cluding vertical climb; characteristic buffets should allow the checking of relative amplitude for dif- ferent frequencies. general purpose models are acceptable which ap- proximate demonstrable flight test data.

Correct trend refers to a com- (a) Low & High speed transi- (b) Level flight; (c) Climb and descent (in- (d) Auto-rotation; (e) Steady Turns. The recorded test results for For atmospheric disturbance, X X D C level Simulator B —Continued Test details TESTS clude those that result from operation of the helicopter (for example, high air- speed, retreating blade stall, extended landing gear, vortex ring or settling with power) in so far as vi- bration marks an event or helicopter state, which can be sensed in the flight deck. 5.e. and 5.f.] those that result from oper- ation of the helicopter (for example, high airspeed, re- treating blade stall, ex- tended landing gear, vortex ring or settling with power) in so far as a buffet marks an event or helicopter state, which can be sensed in the flight deck. 5.e. and 5.f.]

Characteristic vibrations in- [See Table C1A, table entries Characteristic buffets include [See Table C1A, table entries BJECTIVE (FFS) O Flight condition IMULATOR S (a) On ground (idle); (b) In flight On ground and in flight.

LIGHT F QPS requirements 10% of 10% of ± ± ULL 6db or 6db or ¥ ¥ Tolerance(s) C2A—F nominal vibration level in flight cruise and correct trend (see comment). nominal vibration level in flight cruise and correct trend (see comment).

+ 3db to + 3db to ABLE T Title Test and n/Rev vibrations (where ‘‘n’’ is the number of main rotor blades). results for characteristic buffet motion that can be sensed in the flight deck.

Vibrations—to include 1/Rev Buffet—Test against recorded Visual System Response Time: (Choose either test 4.a.1. or 4.a.2. to satisfy test 4.a., Visual System Response Time Test. This test is also sufficient for motion system re- sponse timing and flight deck instrument response timing.) Latency ..........

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

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

Entry No.

3.f.1. 3.f.2. 4. Visual System 4.a. 4.a.1.

Federal Aviation Administration, DOT Pt. 60, App. C

short period, roll e.g., sen method to demonstrate relative responses, the sponsor and the respon- sible Flight Standards of- fice will use the latency val- ues to ensure proper simu- lator response when re- viewing those existing tests where latency can be iden- tified ( response, rudder re- sponse).

If Transport Delay is the cho- X X X axis (pitch, roll and yaw) for each of the three condi- tions (take-off, cruise, and approach or landing). axis (pitch, roll and yaw) for each of the three condi- tions (take-off, cruise, and approach or landing).

One test is required in each One test is required in each hover.

Takeoff, climb, and descent. Climb, cruise, descent, and copter response. copter response.

150 ms (or less) after heli- 100 ms (or less) after heli- Transport Delay Field-of-view ..........

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

4.a.2. 4.b.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

Notes squares.

Information ° centered on the zero de- gree azimuth line relative to the aircraft fuselage. Field-of-view may be measured using a visual test pattern filling the entire visual scene (all channels) with a matrix of black and white 5 Horizontal field-of-view is D C level Simulator B X —Continued Test details TESTS explain the geometry of the installation. view capability may be added at the sponsor’s dis- cretion provided the min- imum field-of-view is re- tained.

An SOC is required and must Additional horizontal field-of- BJECTIVE (FFS) O Flight condition IMULATOR S N/A .........................................

LIGHT F QPS requirements ULL horizontally or less.

horizontally and ° ° ° vertically per pilot ° Tolerance(s) C2A—F vertically. Any geo- ° continuous field-of-view of at least 75 and 30 seat or the number of de- grees necessary to meet the visual ground segment requirement, whichever is greater. Both pilot seat vis- ual systems must be oper- able simultaneously. Wide- angle systems providing cross-flight deck viewing (for both pilots simulta- neously) must provide a minimum field-of-view of at least 146 36 metric error between the Image Generator eye point and the pilot eye point must be 8 The simulator must provide a ABLE T Title Test Continuous field-of-view.

..........

Entry No.

4.b.1.

Federal Aviation Administration, DOT Pt. 60, App. C

squares. squares.

° ° field-of-view. How- . Field-of-view may be ° ° traditionally described as a 180 ever, the field-of-view is technically no less than 176 measured using a visual test pattern filling the entire visual scene (all channels) with a matrix of black and white 5 centered on the zero de- gree azimuth line relative to the aircraft fuselage. Field-of-view may be measured using a visual test pattern filling the entire visual scene (all channels) with a matrix of black and white 5 Horizontal field-of-view is The horizontal field-of-view is X X ° ° (in- ° measured ei- ° (including not measured from ° ° explain the geometry of the installation. least 146 less than 73 ther side of the center of the design eye point). Addi- tional horizontal field-of- view capability may be added at the sponsor’s dis- cretion provided the min- imum field-of-view is re- tained. least 36 the pilot’s and co-pilot’s eye point. explain the geometry of the installation. centered on the zero de- gree azimuth line relative to the aircraft fuselage. Horizontal field-of-view must be at least 176 cluding not less than 88 either side of the center of the design eye point). Addi- tional horizontal field-of- view capability may be added at the sponsor’s dis- cretion provided the min- imum field-of-view is re- tained. be less than a total of 56 measured from the pilot’s and co-pilot’s eye point.

An SOC is required and must Horizontal field-of-view of at Vertical field-of-view of at An SOC is required and must Horizontal field-of-view is Vertical field-of-view must not N/A ......................................... N/A .........................................

or less. or less.

° ° horizontally ° horizontal and ° vertically or the ° vertical field-of-view for ) of the minimum contin- ° ⁄2 continuous field-of-view of at least 146 and 36 number of degrees nec- essary to meet the visual ground segment require- ment, whichever is greater. The minimum horizontal field-of-view coverage must be plus and minus one-half ( uous field-of-view require- ment, centered on the zero degree azimuth line relative to the aircraft fuselage. Any geometric error between the Image Generator eye point and the pilot eye point must be 8 least 176 56 each pilot simultaneously. Any geometric error be- tween the Image Generator eye point and the pilot eye point must be 8 The simulator must provide a Continuous field-of-view of at Continuous field-of-view. Continuous field-of-view.

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

4.b.2. 4.b.3.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

spot photometer spot photometer Notes ° ° Information using a 1 and a raster drawn test pattern filling the entire vis- ual scene (all channels) with a test pattern of black and white squares, 5 per square, with a white square in the center of each chan- nel. During contrast ratio testing, simulator aft-cab and flight deck ambient light levels should be zero. using a 1 and a raster drawn test pattern filling the entire vis- ual scene (all channels) with a test pattern of black and white squares, 5 per square, with a white square in the center of each chan- nel.

Measurements may be made Measurements may be made X X D C level Simulator B ) by the —Continued Test details TESTS viding the brightness level of the center, bright square (providing at least 2 foot- lamberts or 7 cd/m brightness level of any ad- jacent dark square. the center, white square while superimposing a highlight on that white square. The use of calli- graphic capabilities to en- hance the raster brightness is acceptable; however, measuring light points is not acceptable.

The ratio is calculated by di- Measure the brightness of BJECTIVE (FFS) O Flight condition IMULATOR S N/A ......................................... N/A .........................................

LIGHT F QPS requirements ULL ).

Tolerance(s) C2A—F berts (20 cd/m Not less than 5:1. Not less than six (6) foot-lam- ABLE T Title Test Surface contrast ratio. Highlight brightness.

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

Entry No.

4.c. .............. 4.d.

Federal Aviation Administration, DOT Pt. 60, App. C

angle ° filled with light ° glide slope at the ° spot photometer may be ° slant range distances indi- cated with white runway markings on a black run- way surface, the eye will subtend two (2) arc min- utes: (1) A slant range of 6,876 ft with stripes 150 ft long and 16 ft wide, spaced 4 ft apart. (2) For Configuration A, a slant range of 5,157 feet with stripes 150 ft long and 12 ft wide, spaced 3 ft apart. (3) For Configuration B, a slant range of 9,884 feet, with stripes 150 ft long and 5.75 ft wide, spaced 5.75 ft apart.

on a 3 measured using a test pat- tern consisting of a cen- trally located single row of light points reduced in length until modulation is just discernible in each vis- ual channel. A row of 48 lights will form a 4 or less. used to measure a square of at least 1 points (where light point modulation is just discern- ible) and compare the re- sults to the measured adja- cent background. During contrast ratio testing, simu- lator aft-cab and flight deck ambient light levels should be zero.

When the eye is positioned Light point size may be A 1 X X X X X include the appropriate cal- culations and an expla- nation of those calcula- tions. Level B requires sur- face resolution not greater than three (3) arc minutes. include the relevant cal- culations and an expla- nation of those calcula- tions. include the relevant cal- culations.

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

minutes. minutes.

Not greater than two (2) arc Not greater than five (5) arc Not less than 10:1 .................

Surface resolution. Light point size ...................... Light point contrast ratio.

..........

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

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

4.e. 4.f. 4.g. 4.g.1.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

Notes Information encouraged, and may be achieved via manual or autopilot control to the de- sired position.

Pre-positioning for this test is X X D C X X level Simulator B X —Continued Test details TESTS include the relevant cal- culations. propriate calculations and a drawing showing the data used to establish the heli- copter location and the segment of the ground that is visible considering de- sign eye point, the heli- copter attitude, flight deck cut-off angle, and a visi- bility of 1200 ft (350 m) RVR. Simulator perform- ance must be measured against the QTG calcula- tions. The data submitted must include at least the following: An SOC is required and must The QTG must contain ap- BJECTIVE (FFS) O Flight condition IMULATOR the aircraft trimmed for the appropriate airspeed, where the MLG are at 100 ft (30 m) above the plane of the touchdown zone, on the electronic glide slope with an RVR value set at 1,200 ft (350 m).

S N/A ......................................... Landing configuration, with LIGHT F 20% of QPS requirements ± ULL Tolerance(s) C2A—F simulator must be the segment computed to be visible from the heli- copter flight deck. This tol- erance may be applied at the far end of the displayed segment. However, lights and ground objects com- puted to be visible from the helicopter flight deck at the near end of the visible seg- ment must be visible in the simulator.

Not less than 25:1 ................. The visible segment in the ABLE T Title Test Visual ground segment ..........

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

Entry No.

4.g.2. 4.h.

Federal Aviation Administration, DOT Pt. 60, App. C

sions as follows: tance from main landing gear (MLG) to glideslope reception antenna. tance from MLG to pilot’s eyepoint. angle. runway threshold to glideslope intercept with runway. approach. ual testing: used to obscure visibility, the vertical variation in hor- izontal visibility must be de- scribed and be included in the slant range visibility calculation used in the computations.

(1) Static helicopter dimen- (i) Horizontal and vertical dis- (ii) Horizontal and vertical dis- (iii) Static flight deck cutoff (2) Approach data as follows: (i) Identification of runway. (ii) Horizontal distance from (iii) Glideslope angle. (iv) Helicopter pitch angle on (3) Helicopter data for man- (i) Gross weight. (ii) Helicopter configuration. (iii) Approach airspeed. If non-homogenous fog is -octave band format from band 17 to 42 (50 Hz to 16 kHz). A minimum 20 second average must be taken at ⁄3 5.c., as appropriate) during continuing qualification evaluations if frequency response and background noise test results are within tolerance when compared to the initial qualification evaluation results, and the sponsor shows that no software changes have occurred that will affect the helicopter test results. If the frequency response test method is chosen and fails, the sponsor may elect to fix the frequency response problem and repeat the test or the sponsor may elect to repeat the hel- icopter tests. If the helicopter tests are repeated during continuing qualification evaluations, the results may be compared against initial qualification evaluation results or helicopter master data. All tests in this section must be presented using an unweighted the location corresponding to the helicopter data set. The helicopter and flight simulator results must be produced using comparable data analysis techniques.

Sound system The sponsor will not be required to repeat the helicopter tests (i.e., tests 5.a.1. through 5.a.8. (or 5.b.1. through 5.b.9.) and Basic requirements .............

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

5. 5.a.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

Notes Information evaluated to ensure that the background noise does not interfere with training, testing, or checking.

identified as particularly significant during critical phases of flight and ground operations for a specific helicopter type or model.

These special cases are The simulated sound will be X X X X X X X X D C level Simulator B —Continued Test details TESTS gine start. The APU must be on if appropriate. off. down. noise at initial qualification must be included in the MQTG. Measurements must be made with the simulation running, the sound muted, and a ‘‘dead’’ flight deck.

Normal condition prior to en- Normal condition prior to lift- Medium altitude ..................... Normal cruise configuration. Constant airspeed, gear Results of the background BJECTIVE (FFS) O Flight condition IMULATOR S Ground ................................... Ground ................................... Hover ..................................... En-route climb ....................... Cruise .................................... Landing .................................. As appropriate ....................... As appropriate .......................

LIGHT F QPS requirements ULL octave band. octave band. octave band. octave band. octave band. octave band. octave band. octave band.

⁄3 ⁄3 ⁄3 ⁄3 ⁄3 ⁄3 ⁄3 ⁄3 1 1 1 1 1 1 1 1 Tolerance(s) C2A—F 5 dB per 5 dB per 5 dB per 5 dB per 5 dB per 5 dB per 5 dB per 3 dB per ± ± ± ± ± ± ± ± ABLE T Title Test turning (if applicable) and rotor turning.

Ready for engine start. All engines at idle; rotor not Hover ..................................... Climb ..................................... Cruise .................................... Final approach ....................... Special cases Background noise Frequency response .......... .......... .......... .......... .......... ..........

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

Entry No.

5.a.1. 5.a.2. 5.a.3. 5.a.4. 5.a.5. 5.a.6. 5.b. 5.c. .............. 5.d.

Federal Aviation Administration, DOT Pt. 60, App. C

to those taken during initial qualification evaluation.

Measurements are compared X ± octave band ampli- ⁄3 Qualification Evaluations. If frequency response plots are provided for each channel at the initial eval- uation, these plots may be repeated at the continuing qualification evaluation with the following tolerances ap- plied: tion tudes must not exceed dB for three consecutive bands when compared to initial results. of the absolute differences between initial and con- tinuing qualification results must not exceed 2 dB (refer to table C2C in Ap- pendix C).

Applicable only to Continuing (a) The continuing qualifica- (b) The average of the sum ± tive bands when compared to initial evaluation; and dB when comparing the av- erage of the absolute dif- ferences between initial and continuing qualification evaluation.

5 dB on three (3) consecu- ±

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

llllllllllllllllllllllll those encountered in flight. Likewise, it may be shown that for some helicopters, hover, B EGIN INFORMATION climb, cruise, and autorotation have like ef- fects. Thus, one may suffice for another. If 3. G ENERAL either or both considerations apply, engi- a. If relevant winds are present in the ob- neering validation or helicopter manufac- jective data, the wind vector should be clear- turer rationale should be submitted as jus- ly noted as part of the data presentation, ex- tification for ground tests or for eliminating pressed in conventional terminology, and re- a configuration. For FFSs requiring static lated to the runway being used for test near and dynamic tests at the controls, special the ground.

test fixtures will not be required during ini- b. The reader is encouraged to review the tial and upgrade evaluations if the QTG Airplane Flight Simulator Evaluation Hand- shows both test fixture results and the re- book, Volumes I and II, published by the sults of an alternate approach (e.g., com- Royal Aeronautical Society, London, UK, puter plots that were produced concurrently and FAA AC 25–7, as amended, Flight Test and show satisfactory agreement). Repeat of Guide for Certification of Transport Cat- the alternate method during the initial eval- egory Airplanes, and AC 23–8, as amended, uation satisfies this test requirement.

Flight Test Guide for Certification of Part 23 b. Control Dynamics Evaluations. The dy- Airplanes, for references and examples re- namic properties of control systems are garding flight testing requirements and tech- often stated in terms of frequency, damping, niques.

and a number of other classical measure- ments. In order to establish a consistent ONTROL D YNAMICS 4. C means of validating test results for FFS con- a. General. The characteristics of a heli- trol loading, criteria are needed that will copter flight control system have a major ef- clearly define the measurement interpreta- fect on the handling qualities. A significant tion and the applied tolerances. Criteria are consideration in pilot acceptability of a heli- needed for underdamped, critically damped copter is the ‘‘feel’’ provided through the and overdamped systems. In the case of an flight controls. Considerable effort is ex- underdamped system with very light damp- pended on helicopter feel system design so ing, the system may be quantified in terms that pilots will be comfortable and will con- of frequency and damping. In critically sider the helicopter desirable to fly. In order damped or overdamped systems, the fre- for an FFS to be representative, it should quency and damping are not readily meas- ‘‘feel’’ like the helicopter being simulated.

ured from a response time history. There- Compliance with this requirement is deter- fore, the following suggested measurements mined by comparing a recording of the con- may be used: trol feel dynamics of the FFS to actual heli- (1) For Levels C and D simulators. Tests to copter measurements in the hover and cruise verify that control feel dynamics represent configurations.

the helicopter should show that the dynamic (1) Recordings such as free response to an damping cycles (free response of the con- impulse or step function are classically used trols) match those of the helicopter within to estimate the dynamic properties of specified tolerances. The responsible Flight electromechanical systems. In any case, it is Standards office recognizes that several dif- only possible to estimate the dynamic prop- ferent testing methods may be used to verify erties as a result of only being able to esti- the control feel dynamic response. The re- mate true inputs and responses. Therefore, it sponsible Flight Standards office will con- is imperative that the best possible data be sider the merits of testing methods based on collected since close matching of the FFS reliability and consistency. One acceptable control loading system to the helicopter sys- method of evaluating the response and the tem is essential. The required dynamic con- tolerance to be applied is described below for trol tests are described in Table C2A of this the underdamped and critically damped attachment.

cases. A sponsor using this method to com- (2) For initial and upgrade evaluations, the ply with the QPS requirements should per- QPS requires that control dynamics charac- form the tests as follows: teristics be measured and recorded directly (a) Underdamped Response. Two measure- from the flight controls (Handling Quali- ments are required for the period, the time ties—Table C2A). This procedure is usually to first zero crossing (in case a rate limit is accomplished by measuring the free response present) and the subsequent frequency of os- of the controls using a step or impulse input cillation. It is necessary to measure cycles to excite the system. The procedure should be accomplished in the hover and cruise on an individual basis in case there are non- flight conditions and configurations. uniform periods in the response. Each period (3) For helicopters with irreversible con- will be independently compared to the re- trol systems, measurements may be obtained spective period of the helicopter control sys- on the ground if proper pitot-static inputs tem and, consequently, will enjoy the full are provided to represent airspeeds typical of tolerance specified for that period. The

Federal Aviation Administration, DOT Pt. 60, App. C

damping tolerance will be applied to over- (b) The following tolerance applies to criti- shoots on an individual basis. Care should be cally damped and overdamped systems only.

taken when applying the tolerance to small See Figure C2B for an illustration of the ref- overshoots since the significance of such erence measurements: overshoots becomes questionable. Only those T(P ) .................... ± 10% of P 0 0 overshoots larger than 5 percent of the total initial displacement should be considered E ND I NFORMATION significant. The residual band, labeled T(A ) d on Figure C2A is ± 5 percent of the initial dis- llllllllllllllllllllllll placement amplitude A from the steady d B EGIN QPS R EQUIREMENT state value of the oscillation. Only oscilla- tions outside the residual band are consid- c. Alternative method for control dynam- ered significant. When comparing FFS data ics evaluation.

to helicopter data, the process should begin (1) An alternative means for validating by overlaying or aligning the FFS and heli- control dynamics for aircraft with hydrau- copter steady state values and then com- lically powered flight controls and artificial paring amplitudes of oscillation peaks, the feel systems is by the measurement of con- time of the first zero crossing, and individual trol force and rate of movement. For each periods of oscillation. The FFS should show axis of pitch, roll, and yaw, the control must the same number of significant overshoots to be forced to its maximum extreme position within one when compared against the heli- for the following distinct rates. These tests copter data. The procedure for evaluating are conducted under normal flight and the response is illustrated in Figure C2A.

ground conditions.

(b) Critically damped and Overdamped Re- (a) Static test—Slowly move the control so sponse. Due to the nature of critically that a full sweep is achieved within 95–105 damped and overdamped responses (no over- seconds. A full sweep is defined as movement shoots), the time to reach 90 percent of the of the controller from neutral to the stop, steady state (neutral point) value should be usually aft or right stop, then to the oppo- the same as the helicopter within ± 10 per- site stop, then to the neutral position.

cent. The simulator response must be criti- cally damped also. Figure C2B illustrates the (b) Slow dynamic test—Achieve a full procedure. sweep within 8–12 seconds.

(c) Special considerations. Control systems (c) Fast dynamic test—Achieve a full that exhibit characteristics other than clas- sweep in within 3–5 seconds.

sical overdamped or underdamped responses NOTE : Dynamic sweeps may be limited to should meet specified tolerances. In addi- forces not exceeding 100 lbs. (44.5 daN).

tion, special consideration should be given to (d) Tolerances ensure that significant trends are main- (i) Static test—see Table C2A, FFS Objec- tained.

(2) Tolerances. tive Tests, Entries 2.a.1., 2.a.2., and 2.a.3.

(a) The following summarizes the toler- (ii) Dynamic test— ± 2 lbs (0.9 daN) or ± 10% ances, ‘‘T’’ for underdamped systems, and on dynamic increment above static test.

‘‘n’’ is the sequential period of a full cycle of E ND QPS R EQUIREMENT oscillation. See Figure C2A of this attach- ment for an illustration of the referenced llllllllllllllllllllllll measurements.

EGIN INFORMATION B T(P ) .................... ± 10% of P 0 0 T(P ) .................... ± 20% of P 1 1 d. The FAA is open to alternative means T(P ) .................... ± 30% of P 2 2 that are justified and appropriate to the ap- T(P ) .................... ± 10(n + 1)% of P plication. For example, the method described n n here may not apply to all manufacturers sys- T(A ) .................... ± 10% of A , ± 20% n 1 tems and certainly not to aircraft with re- of Subsequent versible control systems. Each case is con- Peaks sidered on its own merit on an ad hoc basis.

T(A ) .................... ± 5% of A = resid- d d If the FAA finds that alternative methods do ual band not result in satisfactory performance, more Significant overshoots. First overshoot conventionally accepted methods will have and ± 1 subsequent overshoots to be used.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

E ND INFORMATION B EGIN INFORMATION llllllllllllllllllllllll 6. MOTION S YSTEM .

5. [R ESERVED ] a. General.

(1) Pilots use continuous information sig- llllllllllllllllllllllll nals to regulate the state of the helicopter.

In concert with the instruments and outside- world visual information, whole-body motion feedback is essential in assisting the pilot to

Federal Aviation Administration, DOT Pt. 60, App. C

control the helicopter dynamics, particu- of automated QTG maneuvers during initial larly in the presence of external disturb- qualification. It is not intended to be a com- ances. The motion system should meet basic parison of the motion platform accelerations objective performance criteria, and be sub- against the flight test recorded accelerations jectively tuned at the pilot’s seat position to (i.e., not to be compared against helicopter represent the linear and angular accelera- cueing). If there is a modification to the ini- tions of the helicopter during a prescribed tially qualified motion software or motion minimum set of maneuvers and conditions. hardware (e.g., motion washout filter, simu- The response of the motion cueing system lator payload change greater than 10%) then should be repeatable. a new baseline may need to be established.

(2) The Motion System tests in Section 3 of (2) Test Selection. The conditions identi- Table C2A are intended to qualify the FFS fied in Section 3.e. in Table C2A are those motion cueing system from a mechanical maneuvers where motion cueing is the most performance standpoint. Additionally, the discernible. They are general tests applicable list of motion effects provides a representa- to all types of helicopters and should be com- tive sample of dynamic conditions that pleted for motion cueing performance signa- should be present in the flight simulator. An ture at any time acceptable to the respon- additional list of representative, training- sible Flight Standards office prior to or dur- critical maneuvers, selected from Section 1, ing the initial qualification evaluation, and (Performance tests) and Section 2, (Handling the results included in the MQTG.

Qualities tests) in Table C2A, that should be (3) Priority. Motion system should be de- recorded during initial qualification (but signed with the intent of placing greater im- without tolerance) to indicate the flight sim- portance on those maneuvers that directly ulator motion cueing performance signature influence pilot perception and control of the helicopter motions. For the maneuvers iden- have been identified (reference Section 3.e).

These tests are intended to help improve the tified in section 3.e. in Table C2A, the flight overall standard of FFS motion cueing. simulator motion cueing system should have b. Motion System Checks. The intent of a high tilt co-ordination gain, high rota- test 3a, Frequency Response, test 3b, Leg tional gain, and high correlation with re- Balance, and test 3c, Turn-Around Check, as spect to the helicopter simulation model.

described in the Table of Objective Tests, is (4) Data Recording. The minimum list of to demonstrate the performance of the mo- parameters provided should allow for the de- tion system hardware, and to check the in- termination of the flight simulator’s motion cueing performance signature for the initial tegrity of the motion set-up with regard to calibration and wear. These tests are inde- qualification evaluation. The following pa- pendent of the motion cueing software and rameters are recommended as being accept- should be considered robotic tests. able to perform such a function: c. Motion System Repeatability. The in- (a) Flight model acceleration and rota- tent of this test is to ensure that the motion tional rate commands at the pilot reference system software and motion system hard- point; ware have not degraded or changed over (b) Motion actuators position; time. This diagnostic test should be com- (c) Actual platform position; pleted during continuing qualification (d) Actual platform acceleration at pilot checks in lieu of the robotic tests. This will reference point.

e. Motion Vibrations.

allow an improved ability to determine (1) Presentation of results. The char- changes in the software or determine deg- acteristic motion vibrations may be used to radation in the hardware. The following in- verify that the flight simulator can repro- formation delineates the methodology that duce the frequency content of the helicopter should be used for this test.

when flown in specific conditions. The test (1) Input: The inputs should be such that results should be presented as a Power Spec- rotational accelerations, rotational rates, tral Density (PSD) plot with frequencies on and linear accelerations are inserted before the horizontal axis and amplitude on the the transfer from helicopter center of grav- vertical axis. The helicopter data and flight ity to pilot reference point with a minimum simulator data should be presented in the amplitude of 5 deg/sec/sec, 10 deg/sec and 0.3 same format with the same scaling. The al- g, respectively, to provide adequate analysis gorithms used for generating the flight simu- of the output.

lator data should be the same as those used (2) Recommended output: for the helicopter data. If they are not the (a) Actual platform linear accelerations; same then the algorithms used for the flight the output will comprise accelerations due simulator data should be proven to be suffi- to both the linear and rotational motion ac- ciently comparable. As a minimum the re- celeration; (b) Motion actuators position. sults along the dominant axes should be pre- d. Motion Cueing Performance Signature. sented and a rationale for not presenting the (1) Background. The intent of this test is other axes should be provided.

to provide quantitative time history records (2) Interpretation of results. The overall of motion system response to a selected set trend of the PSD plot should be considered

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

while focusing on the dominant frequencies. vious two examples differ in magnitude by Less emphasis should be placed on the dif- 1000. On a PSD plot this represents three dec- ferences at the high frequency and low am- ades (one decade is a change in order of mag- plitude portions of the PSD plot. During the nitude of 10, and two decades is a change in analysis, certain structural components of order of magnitude of 100).

the flight simulator have resonant fre- N OTE : In the example, ‘‘g-rms ’’ is the quencies that are filtered and may not ap- mathematical expression for ‘‘g’s root mean pear in the PSD plot. If filtering is required, squared.’’ the notch filter bandwidth should be limited f. Table C2B, Motion System Recommenda- to 1 Hz to ensure that the buffet feel is not tions for Level C and Level D Helicopter adversely affected. In addition, a rationale Simulators, contains a description of the pa- should be provided to explain that the char- rameters that should be present in simulator acteristic motion vibration is not being ad- motion systems to provide adequate onset versely affected by the filtering. The ampli- motion cues to helicopter pilots. The infor- tude should match helicopter data as de- mation provided covers the six axes of mo- scribed below. However, if the PSD plot was tion (pitch, roll, yaw, vertical, lateral, and altered for subjective reasons, a rationale should be provided to justify the change. If longitudinal) and addresses displacement, the plot is on a logarithmic scale it may be velocity, and acceleration. Also included is difficult to interpret the amplitude of the information about the parameters for initial buffet in terms of acceleration. For example, rotational and linear acceleration. The pa- ¥ 3 2 g-rms /Hz would describe a heavy a 1 × 10 rameters listed in this table apply only to buffet and may be seen in the deep stall re- Level C and Level D simulators, and are pre- ¥ 6 2 g-rms /Hz buf- gime. Alternatively, a 1 × 10 sented here as recommended targets for mo- fet is almost imperceptable, but may rep- tion system capability. They are not require- resent a flap buffet at low speed. The pre- ments.

T ABLE C2B—M OTION S YSTEM R ECOMMENDATIONS FOR L EVEL C AND L EVEL D H ELICOPTER S IMULATORS a. ........... Motion System Envelope a.1. ........ Pitch a.1.a. ..... Displacement ...................................................................... ± 25 ° a.1.b. ..... Velocity ............................................................................... ± 20 ° /sec a.1.c. ..... Acceleration ........................................................................ ± 100 ° /sec a.2. ........ Roll a.2.a. ..... Displacement ...................................................................... ± 25 ° a.2.b. ..... Velocity ............................................................................... ± 20 ° /sec a.2.c. ..... Acceleration ........................................................................ ± 100 ° /sec a.3. ........ Yaw a.3.a. ..... Displacement ...................................................................... ± 25 ° a.3.b. ..... Velocity— ............................................................................ ± 20 ° /sec a.3.c. ..... Acceleration ........................................................................ ± 100 ° /sec a.4. ........ Vertical a.4.a. ..... Displacement ...................................................................... ± 34 in.

a.4.b. ..... Velocity ............................................................................... ± 24 in.

a.4.c. ..... Acceleration ........................................................................ ± 0.8 g.

a.5. ........ Lateral a.5.a. ..... Displacement ...................................................................... ± 45 in.

a.5.b. ..... Velocity ............................................................................... ± 28 in/sec.

a.5.c. ..... Acceleration ........................................................................ ± 0.6 g.

a.6. ........ Longitudinal a.6.a. ..... Displacement ...................................................................... ± 34 in.

a.6.b. ..... Velocity ............................................................................... ± 28 in/sec.

a.6.c. ..... Acceleration ........................................................................ ± 0.6 g.

a.7. ........ Initial Rotational Acceleration Ratio.

All axes 300 ° / sec /sec a.8. ........ Initial Linear Acceleration Ratio.

a.8.a. ..... Vertical ................................................................................ ± 6g/sec a.8.b. ..... Lateral ................................................................................. ± 3g/sec a.8.c. ..... Longitudinal ......................................................................... ± 3g/sec

Federal Aviation Administration, DOT Pt. 60, App. C

7. S OUND S YSTEM figuration, airspeed, altitude, and power set- tings. Flight deck sounds are an important a. General. The total sound environment in component of the flight deck operational en- the helicopter is very complex, and changes vironment and provide valuable information with atmospheric conditions, helicopter con-

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

to the flight crew. These aural cues can ei- of the sound environment to the evaluation ther assist the crew (as an indication of an pilot.

abnormal situation), or hinder the crew (as a (b) The acceptability of the background distraction or nuisance). For effective train- noise levels is dependent upon the normal ing, the flight simulator should provide sound levels in the helicopter being rep- flight deck sounds that are perceptible to the resented. Background noise levels that fall pilot during normal and abnormal oper- below the lines defined by the following ations, and that are comparable to those of points, may be acceptable: the helicopter. The flight simulator operator (i) 70 dB @ 50 Hz; should carefully evaluate background noises (ii) 55 dB @ 1000 Hz; in the location where the device will be in- (iii) 30 dB @ 16 kHz.

stalled. To demonstrate compliance with the (NOTE : These limits are for unweighted ⁄3 sound requirements, the objective or valida- tion tests in this attachment were selected octave band sound levels. Meeting these lim- to provide a representative sample of normal its for background noise does not ensure an static conditions typically experienced by a acceptable flight simulator. Helicopter pilot.

sounds that fall below this limit require b. Alternate propulsion. For FFS with careful review and may require lower limits multiple propulsion configurations, any con- on background noise.)

dition listed in Table C2A in this attachment (6) Validation testing. Deficiencies in heli- should be presented for evaluation as part of copter recordings should be considered when the QTG if identified by the helicopter man- applying the specified tolerances to ensure ufacturer or other data supplier as signifi- that the simulation is representative of the cantly different due to a change in propul- helicopter. Examples of typical deficiencies sion system (engine or propeller).

are: c. Data and Data Collection System.

(a) Variation of data between tail numbers.

(1) Information provided to the flight simu- lator manufacturer should comply be pre- (b) Frequency response of microphones.

sented in the format suggested by the (c) Repeatability of the measurements.

‘‘International Air Transport Association (IATA) Flight Simulator Design and Per- T ABLE C2C—E XAMPLE OF CONTINUING Q UALI- formance Data Requirements,’’ as amended.

FICATION F REQUENCY R ESPONSE TEST T OL- This information should contain calibration ERANCE and frequency response data.

(2) The system used to perform the tests Continuing listed in Table C2A should comply with the Band center Initial results qualification Absolute following standards: frequency (dBSPL) results difference (dBSPL) (a) The specifications for octave, half oc- tave, and third octave band filter sets may 50 ..................... 75.0 73.8 1.2 be found in American National Standards In- 63 ..................... 75.9 75.6 0.3 stitute (ANSI) S1.11–1986.

80 ..................... 77.1 76.5 0.6 (b) Measurement microphones should be 100 ................... 78.0 78.3 0.3 type WS2 or better, as described in Inter- 125 ................... 81.9 81.3 0.6 national Electrotechnical Commission (IEC) 160 ................... 79.8 80.1 0.3 1094–4–1995.

200 ................... 83.1 84.9 1.8 (3) Headsets. If headsets are used during 250 ................... 78.6 78.9 0.3 normal operation of the helicopter they 315 ................... 79.5 78.3 1.2 should also be used during the flight simu- 400 ................... 80.1 79.5 0.9 lator evaluation.

500 ................... 80.7 79.8 0.9 (4) Playback equipment. Playback equip- 630 ................... 81.9 80.4 1.5 ment and recordings of the QTG conditions 800 ................... 73.2 74.1 0.9 should be provided during initial evalua- 1000 ................. 79.2 80.1 0.9 tions.

1250 ................. 80.7 82.8 2.1 (5) Background noise.

1600 ................. 81.6 78.6 3.0 (a) Background noise is the noise in the 2000 ................. 76.2 74.4 1.8 flight simulator that is not associated with 2500 ................. 79.5 80.7 1.2 the helicopter, but is caused by the flight 3150 ................. 80.1 77.1 3.0 simulator’s cooling and hydraulic systems 4000 ................. 78.9 78.6 0.3 and extraneous noise from other locations in 5000 ................. 80.1 77.1 3.0 the building. Background noise can seriously 6300 ................. 80.7 80.4 0.3 impact the correct simulation of helicopter 8000 ................. 84.3 85.5 1.2 sounds, and should be kept below the heli- 10000 ............... 81.3 79.8 1.5 copter sounds. In some cases, the sound level 12500 ............... 80.7 80.1 0.6 of the simulation can be increased to com- 16000 ............... 71.1 71.1 0.0 pensate for the background noise. However, Average 1.1 this approach is limited by the specified tol- erances and by the subjective acceptability

Federal Aviation Administration, DOT Pt. 60, App. C

8. A DDITIONAL INFORMATION A BOUT F LIGHT (1) Manufacturer’s engineering report. The S IMULATOR QUALIFICATION FOR N EW OR D E - report should explain the predictive method RIVATIVE H ELICOPTERS used and illustrate past success of the meth- od on similar projects. For example, the a. Typically, a helicopter manufacturer’s manufacturer could show the application of approved final data for performance, han- the method to an earlier helicopter model or dling qualities, systems or avionics is not predict the characteristics of an earlier available until well after a new or derivative model and compare the results to final data helicopter has entered service. However, for that model.

flight crew training and certification often (2) Early flight test results. This data is begins several months prior to the entry of often derived from helicopter certification the first helicopter into service. Con- tests and should be used to maximum advan- sequently, it may be necessary to use pre- tage for early flight simulator validation.

liminary data provided by the helicopter Certain critical tests that would normally be manufacturer for interim qualification of done early in the helicopter certification flight simulators.

program should be included to validate es- b. In these cases, the responsible Flight sential pilot training and certification ma- Standards office may accept certain par- neuvers. These tests include cases where a tially validated preliminary helicopter and pilot is expected to cope with a helicopter systems data, and early release (‘‘red label’’) failure mode or an engine failure. The early avionics data in order to permit the nec- data available will depend on the helicopter essary program schedule for training, certifi- manufacturer’s flight test program design cation, and service introduction.

and may not be the same in each case. The c. Simulator sponsors seeking qualifica- flight test program of the helicopter manu- tion based on preliminary data should con- facturer should include provisions for gen- sult the responsible Flight Standards office eration of very early flight tests results for to make special arrangements for using pre- flight simulator validation.

liminary data for flight simulator qualifica- f. The use of preliminary data is not indefi- tion. The sponsor should also consult the nite. The helicopter manufacturer’s final helicopter and flight simulator manufactur- data should be available within 12 months ers to develop a data plan and flight simu- after the helicopter first entry into service lator qualification plan.

or as agreed by the responsible Flight Stand- d. The procedure to be followed to gain the ards office, the simulator sponsor, and the responsible Flight Standards office accept- helicopter manufacturer. When applying for ance of preliminary data will vary from case interim qualification using preliminary to case and between helicopter manufactur- data, the simulator sponsor and the respon- ers. Each helicopter manufacturer’s new hel- sible Flight Standards office should agree on icopter development and test program is de- the update program. This includes specifying signed to suit the needs of the particular that the final data update will be installed in project and may not contain the same events the flight simulator within a period of 12 or sequence of events asanother manufactur- months following the final data release, un- er’s program or even the same manufactur- less special conditions exist and a different er’s program for a different helicopter.

schedule is acceptable. The flight simulator Therefore, there cannot be a prescribed in- performance and handling validation would variable procedure for acceptance of prelimi- then be based on data derived from flight nary data; instead there should be a state- tests. Initial helicopter systems data should ment describing the final sequence of events, be updated after engineering tests. Final hel- data sources, and validation procedures icopter systems data should also be used for agreed by the simulator sponsor, the heli- flight simulator programming and valida- copter manufacturer, the flight simulator tion.

manufacturer, and the responsible Flight g. Flight simulator avionics should stay Standards office.

essentially in step with helicopter avionics N OTE : A description of helicopter manufac- (hardware and software) updates. The per- turer-provided data needed for flight simu- mitted time lapse between helicopter and lator modeling and validation is to be found flight simulator updates should be minimal.

in the ‘‘Royal Aeronautical Society Data It may depend on the magnitude of the up- Package Requirements for Design and Per- date and whether the QTG and pilot training formance Evaluation of Rotary Wing Syn- and certification are affected. Differences in thetic Training Devices.’’ helicopter and flight simulator avionics e. The preliminary data should be the man- versions and the resulting effects on flight ufacturer’s best representation of the heli- simulator qualification should be agreed be- copter, with assurance that the final data tween the simulator sponsor and the respon- will not deviate significantly from the pre- sible Flight Standards office. Consultation liminary estimates. Data derived from these with the flight simulator manufacturer is de- predictive or preliminary techniques should sirable throughout the qualification process.

be validated by available sources including, h. The following describes an example of at least, the following: the design data and sources that might be

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

used in the development of an interim quali- sponsible Flight Standards office and provide fication plan. the following: (1) The plan should consist of the develop- (1) A description of the proposed aircraft ment of a QTG based upon a mix of flight changes, a description of the proposed sim- test and engineering simulation data. For ulation model changes, and the use of an in- data collected from specific helicopter flight tegral configuration management process, tests or other flights the required design including an audit of the actual simulation model or data changes necessary to support model modifications that includes a step-by- an acceptable Proof of Match (POM) should step description leading from the original be generated by the helicopter manufacturer. model(s) to the current model(s).

(2) For proper validation of the two sets of (2) A schedule for review by the responsible data, the helicopter manufacturer should Flight Standards office of the proposed plan compare their simulation model responses and the subsequent validation data to estab- against the flight test data, when driven by lish acceptability of the proposal.

the same control inputs and subjected to the (3) Validation data from an audited engi- same atmospheric conditions as recorded in neering simulator/simulation to supplement the flight test. The model responses should specific segments of the flight test data.

result from a simulation where the following c. To be qualified to supply engineering systems are run in an integrated fashion and simulator validation data, for aerodynamic, are consistent with the design data released engine, flight control, or ground handling to the flight simulator manufacturer: models, a helicopter manufacturer or other (a) Propulsion. acceptable data supplier must: (b) Aerodynamics.

(1) Be able to verify their ability to: (c) Mass properties.

(a) Develop and implement high fidelity (d) Flight controls.

simulation models; and (e) Stability augmentation.

(b) Predict the handling and performance (f) Brakes/landing gear.

characteristics of a helicopter with suffi- i. A qualified test pilot should be used to cient accuracy to avoid additional flight test assess handling qualities and performance activities for those handling and perform- evaluations for the qualification of flight ance characteristics.

simulators of new helicopter types.

(2) Have an engineering simulator that: (a) Is a physical entity, complete with a E ND INFORMATION flight deck representative of the simulated class of helicopter; llllllllllllllllllllllll (b) Has controls sufficient for manual B EGIN QPS R EQUIREMENT flight; (c) Has models that run in an integrated 9. E NGINEERING S IMULATOR —V ALIDATION manner; D ATA (d) Had fully flight-test validated simula- a. When a fully validated simulation (i.e., tion models as the original or baseline sim- validated with flight test results) is modified ulation models; (e) Has an out-of-the-flight deck visual sys- due to changes to the simulated helicopter tem; configuration, the helicopter manufacturer (f) Has actual avionics boxes interchange- or other acceptable data supplier must co- able with the equivalent software simula- ordinate with the responsible Flight Stand- ards office to supply validation data from an tions to support validation of released soft- ‘‘audited’’ engineering simulator/simulation ware; to selectively supplement flight test data. (g) Uses the same models as released to the The responsible Flight Standards office must training community (which are also used to be provided an opportunity to audit the use produce stand-alone proof-of-match and of the engineering simulation or the engi- checkout documents); neering simulator during the acquisition of (h) Is used to support helicopter develop- the data that will be used as validation data. ment and certification; and Audited data may be used for changes that (i) Has been found to be a high fidelity rep- are incremental in nature. Manufacturers or resentation of the helicopter by the manu- other data suppliers must be able to dem- facturer’s pilots (or other acceptable data onstrate that the predicted changes in heli- supplier), certificate holders, and the respon- copter performance are based on acceptable sible Flight Standards office.

aeronautical principles with proven success (3) Use the engineering simulator to history and valid outcomes. This must in- produce a representative set of integrated clude comparisons of predicted and flight proof-of-match cases.

test validated data. (4) Use a configuration control system cov- b. Helicopter manufacturers or other ac- ering hardware and software for the oper- ceptable data suppliers seeking to use an en- ating components of the engineering simu- gineering simulator for simulation valida- lator.

tion data as an alternative to flight-test de- (5) Demonstrate that the predicted effects rived validation data, must contact the re- of the change(s) are within the provisions of

Federal Aviation Administration, DOT Pt. 60, App. C

sub-paragraph ‘‘a’’ of this section, and con- used to produce the reference data are also firm that additional flight test data are not used to test the flight training simulator required. (i.e., the two sets of results should be ‘‘es- d. Additional Requirements for Validation sentially’’ similar).

Data (4) The results from the two sources may differ for the following reasons: (1) When used to provide validation data, (a) Hardware (avionics units and flight an engineering simulator must meet the sim- controls); ulator standards currently applicable to (b) Iteration rates; training simulators except for the data pack- (c) Execution order; age.

(d) Integration methods; (2) The data package used must be: (e) Processor architecture; (a) Comprised of the engineering pre- (f) Digital drift, including: dictions derived from the helicopter design, (i) Interpolation methods; development, or certification process; (ii) Data handling differences; (b) Based on acceptable aeronautical prin- (iii) Auto-test trim tolerances.

ciples with proven success history and valid (5) The tolerance limit between the ref- outcomes for aerodynamics, engine oper- erence data and the flight simulator results ations, avionics operations, flight control ap- is generally 20% of the corresponding plications, or ground handling; ‘‘flight-test’’ tolerances. However, there may (c) Verified with existing flight-test data; be cases where the simulator models used are and of higher fidelity, or the manner in which (d) Applicable to the configuration of a they are cascaded in the integrated testing production helicopter, as opposed to a flight- loop have the effect of a higher fidelity, than test helicopter.

those supplied by the data provider. Under (3) Where engineering simulator data are these circumstances, it is possible that an used as part of a QTG, an essential match error greater than 20% may be generated. An must exist between the training simulator error greater than 20% may be acceptable if and the validation data.

the simulator sponsor can provide an ade- (4) Training flight simulator(s) using these quate explanation.

baseline and modified simulation models (6) Guidelines are needed for the applica- must be qualified to at least internationally tion of tolerances to engineering-simulator- recognized standards, such as contained in generated validation data because: the ICAO Document 9625, the ‘‘Manual of Cri- (a) Flight-test data are often not available teria for the Qualification of Flight Simula- due to sound technical reasons; tors.’’ (b) Alternative technical solutions are being advanced; and E ND QPS R EQUIREMENT (c) The costs are high.

llllllllllllllllllllllll 12. V ALIDATION D ATA R OADMAP 10. [R ESERVED ] a. Helicopter manufacturers or other data suppliers should supply a validation data 11. V ALIDATION T EST T OLERANCES roadmap (VDR) document as part of the data llllllllllllllllllllllll package. A VDR document contains guid- ance material from the helicopter validation B EGIN INFORMATION data supplier recommending the best pos- a. Non-Flight-Test Tolerances. If engineer- sible sources of data to be used as validation ing simulator data or other non-flight-test data in the QTG. A VDR is of special value data are used as an allowable form of ref- when requesting interim qualification, quali- erence validation data for the objective tests fication of simulators for helicopters certifi- listed in Table C2A of this attachment, the cated prior to 1992, and qualification of alter- data provider must supply a well-docu- nate engine or avionics fits. A sponsor seek- mented mathematical model and testing pro- ing to have a device qualified in accordance cedure that enables a replication of the engi- with the standards contained in this QPS ap- neering simulation results within 20% of the pendix should submit a VDR to the respon- corresponding flight test tolerances. sible Flight Standards office as early as pos- b. Background sible in the planning stages. The NSPM is (1) The tolerances listed in Table C2A of the final authority to approve the data to be this attachment are designed to measure the used as validation material for the QTG. The quality of the match using flight-test data as responsible Flight Standards office and the a reference. Joint Aviation Authorities’ Synthetic Train- (2) Good engineering judgment should be ing Devices Advisory Board have committed applied to all tolerances in any test. A test to maintain a list of agreed VDRs.

is failed when the results fall outside of the b. The VDR should identify (in matrix for- prescribed tolerance(s). mat) sources of data for all required tests. It (3) Engineering simulator data are accept- should also provide guidance regarding the able because the same simulation models validity of these data for a specific engine

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

type, thrust rating configuration, and the re- values. It is merely a sample and does not vision levels of all avionics affecting heli- provide actual data. A complete matrix copter handling qualities and performance.

should address all test conditions for heli- The VDR should include rationale or expla- copter application and provide actual data nation in cases where data or parameters are and data sources.

missing, engineering simulation data are to d. Two examples of rationale pages are pre- be used, flight test methods require expla- sented in Appendix F of IATA Flight Simu- nation, or where there is any deviation from lator Design and Performance Data Require- data requirements. Additionally, the docu- ments document. These illustrate the type of ment should refer to other appropriate helicopter and avionics configuration infor- sources of validation data (e.g., sound and vi- mation and descriptive engineering rationale bration data documents).

used to describe data anomalies or provide c. The Sample Validation Data Roadmap an acceptable basis for using alternative (VDR) for helicopters, shown in Table C2D, data for QTG validation requirements.

depicts a generic roadmap matrix identifying sources of validation data for an abbreviated E ND I NFORMATION list of tests. This sample document uses fixed wing parameters instead of helicopter llllllllllllllllllllllll

Federal Aviation Administration, DOT Pt. 60, App. C

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

B EGIN INFORMATION fected by the change (e.g., the avionics change is a Built In Test Equipment (BITE) llllllllllllllllllllllll update or a modification in a different flight phase), the QTG test can be based on valida- 13. [R ESERVED ] tion data from the previously-validated avi- 14. A CCEPTANCE G UIDELINES FOR A LTERNATIVE onics configuration. The QTG should include authoritative justification (e.g., from the A VIONICS (F LIGHT -R ELATED C OMPUTERS AND helicopter manufacturer or system supplier) C ONTROLLERS ) that this avionics change does not affect the a. Background test.

(c) For an avionics change to a contribu- (1) For a new helicopter type, the majority tory system, the QTG may be based on vali- of flight validation data are collected on the dation data from the previously-validated first helicopter configuration with a ‘‘base- avionics configuration if no new line’’ flight-related avionics ship-set; (see functionality is added and the impact of the subparagraph b.(2) of this section). These avionics change on the helicopter response is data are then used to validate all flight sim- based on acceptable aeronautical principles ulators representing that helicopter type.

with proven success history and valid out- (2) Additional validation data may be need- comes. This should be supplemented with ed for flight simulators representing a heli- avionics-specific validation data from the copter with avionics of a different hardware helicopter manufacturer’s engineering sim- design than the baseline, or a different soft- ulation, generated with the revised avionics ware revision than that of previously vali- configuration. The QTG should include an dated configurations.

explanation of the nature of the change and (3) When a flight simulator with additional its effect on the helicopter response.

or alternate avionics configurations is to be (d) For an avionics change to a contribu- qualified, the QTG should contain tests tory system that significantly affects some against validation data for selected cases tests in the QTG, or where new functionality where avionics differences are expected to be is added, the QTG should be based on valida- significant.

tion data from the previously validated avi- onics configuration and supplemental avi- b. Approval Guidelines For Validating onics-specific flight test data sufficient to Alternate Avionics validate the alternate avionics revision. Ad- (1) The following guidelines apply to flight ditional flight test validation data may not simulators representing helicopters with a be needed if the avionics changes were cer- revised avionics configuration, or more than tified without the need for testing with a one avionics configuration.

comprehensive flight instrumentation pack- (2) The baseline validation data should be age. The helicopter manufacturer should co- based on flight test data, except where other ordinate flight simulator data requirements data are specifically allowed (e.g., engineer- in advance with the responsible Flight ing flight simulator data).

Standards office.

(3) The helicopter avionics can be seg- (5) A matrix or ‘‘roadmap’’ should be pro- mented into two groups, systems or compo- vided with the QTG indicating the appro- nents whose functional behavior contributes priate validation data source for each test.

to the aircraft response presented in the The roadmap should include identification of QTG results, and systems that do not. The the revision state of those contributory avi- following avionics are examples of contribu- onics systems that could affect specific test tory systems for which hardware design responses.

changes or software revisions may lead to 15. T RANSPORT D ELAY T ESTING significant differences in the aircraft re- sponse relative to the baseline avionics con- a. This paragraph describes how to deter- figuration: Flight control computers and mine the introduced transport delay through controllers for engines, autopilot, braking the flight simulator system so that it does system, and nosewheel steering system, if not exceed a specific time delay. The trans- applicable. Related avionics such as aug- port delay should be measured from control mentation systems should also be consid- inputs through the interface, through each ered.

of the host computer modules and back (4) The acceptability of validation data through the interface to motion, flight in- used in the QTG for an alternative avionics strument, and visual systems. The transport fit should be determined as follows: delay should not exceed the maximum allow- (a) For changes to an avionics system or able interval.

component that do not affect QTG validation b. Four specific examples of transport test response, the QTG test can be based on delay are: validation data from the previously vali- (1) Simulation of classic non-computer dated avionics configuration. controlled aircraft; (b) For an avionics change to a contribu- (2) Simulation of Computer Controlled Air- tory system, where a specific test is not af- craft using real helicopter black boxes;

Federal Aviation Administration, DOT Pt. 60, App. C

(3) Simulation of Computer Controlled Air- delay should be measured and the inherent craft using software emulation of helicopter delay of the actual helicopter components boxes; subtracted to ensure that the introduced (4) Simulation using software avionics or delay does not exceed the standards pre- rehosted instruments. scribed in Table C1A.

c. Figure C2C illustrates the total trans- (1) Figure C2FA illustrates the transport port delay for a non-computer-controlled delay procedure without helicopter display helicopter or the classic transport delay test.

simulation. The introduced delay consists of Since there are no helicopter-induced delays the delay between the control movement and for this case, the total transport delay is the instrument change on the data bus.

equivalent to the introduced delay.

(2) Figure C2FB illustrates the modified d. Figure C2D illustrates the transport testing method required to measure intro- delay testing method using the real heli- duced delay due to software avionics or re- copter controller system.

hosted instruments. The total simulated in- e. To obtain the induced transport delay strument transport delay is measured and for the motion, instrument and visual signal, the helicopter delay should be subtracted the delay induced by the helicopter con- from this total. This difference represents troller should be subtracted from the total the introduced delay and should not exceed transport delay. This difference represents the standards prescribed in Table C1A. The the introduced delay and should not exceed inherent delay of the helicopter between the the standards prescribed in Table C1A.

data bus and the displays is indicated in fig- f. Introduced transport delay is measured ure C2FA. The display manufacturer should from the flight deck control input to the re- provide this delay time.

action of the instruments and motion and k. Recorded signals. The signals recorded visual systems (See Figure C2C).

to conduct the transport delay calculations g. The control input may also be intro- should be explained on a schematic block duced after the helicopter controller system diagram. The flight simulator manufacturer input and the introduced transport delay should also provide an explanation of why may be measured directly from the control each signal was selected and how they relate input to the reaction of the instruments, and to the above descriptions.

simulator motion and visual systems (See l. Interpretation of results. Flight simu- Figure C2D).

lator results vary over time from test to test h. Figure C2E illustrates the transport due to ‘‘sampling uncertainty.’’ All flight delay testing method used on a flight simu- simulators run at a specific rate where all lator that uses a software emulated heli- modules are executed sequentially in the copter controller system.

host computer. The flight controls input can i. It is not possible to measure the intro- occur at any time in the iteration, but these duced transport delay using the simulated data will not be processed before the start of helicopter controller system architecture for the new iteration. For example, a flight sim- the pitch, roll and yaw axes. Therefore, the ulator running at 60 Hz may have a dif- signal should be measured directly from the ference of as much as 16.67 msec between re- pilot controller. The flight simulator manu- sults. This does not mean that the test has facturer should measure the total transport failed. Instead, the difference is attributed to delay and subtract the inherent delay of the variation in input processing. In some condi- actual helicopter components because the tions, the host simulator and the visual sys- real helicopter controller system has an in- tem do not run at the same iteration rate, so herent delay provided by the helicopter man- the output of the host computer to the visual ufacturer. The flight simulator manufac- system will not always be synchronized.

turer should ensure that the introduced delay does not exceed the standards pre- m. The transport delay test should account scribed in Table C1A. for both daylight and night modes of oper- j. Special measurements for instrument ation of the visual system. In both cases, the signals for flight simulators using a real hel- tolerances prescribed in Table C1A should be icopter instrument display system instead of met and the motion response should occur a simulated or re-hosted display. For flight before the end of the first video scan con- instrument systems, the total transport taining new information.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

Federal Aviation Administration, DOT Pt. 60, App. C

16. C ONTINUING Q UALIFICATION E VALUATIONS — (2) The currently accepted method of pre- V ALIDATION T EST D ATA P RESENTATION senting continuing qualification evaluation test results is to provide flight simulator re- a. Background sults over-plotted with reference data. Test results are carefully reviewed to determine if (1) The MQTG is created during the initial the test is within the specified tolerances.

evaluation of a flight simulator. This is the This can be a time consuming process, par- master document, as amended, to which ticularly when reference data exhibits rapid flight simulator continuing qualification variations or an apparent anomaly requiring evaluation test results are compared.

engineering judgment in the application of

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

the tolerances. In these cases, the solution is plied with appropriate experience, are de- to compare the results to the MQTG. The pendable and accurate for the development continuing qualification results are com- of aerodynamic models for use in Level B pared to the results in the MQTG for accept- simulators.

ance. The flight simulator operator and the c. Based on this history of successful com- parisons, the responsible Flight Standards responsible Flight Standards office should look for any change in the flight simulator office has concluded that those who are expe- performance since initial qualification. rienced in the development of aerodynamic models for simulator application can suc- b. Continuing Qualification Evaluation Test cessfully use these modeling techniques to Results Presentation alter the method for acquiring flight test data for Level B simulators.

(1) Flight simulator operators are encour- d. The information in Table C2E (Alter- aged to over-plot continuing qualification native Data Sources, Procedures, and Infor- validation test results with MQTG flight mation) is presented to describe an accept- simulator results recorded during the initial able alternative to data sources for simu- evaluation and as amended. Any change in a lator modeling and validation and an accept- validation test will be readily apparent. In able alternative to the procedures and in- addition to plotting continuing qualification strumentation traditionally used to gather validation test and MQTG results, operators such modeling and validation data.

may elect to plot reference data.

(1) Alternative data sources that may be (2) There are no suggested tolerances be- used for part or all of a data requirement are tween flight simulator continuing qualifica- the Helicopter Maintenance Manual, the tion and MQTG validation test results. In- Rotorcraft Flight Manual (RFM), Helicopter vestigation of any discrepancy between the Design Data, the Type Inspection Report MQTG and continuing qualification flight (TIR), Certification Data or acceptable sup- simulator performance is left to the discre- plemental flight test data.

tion of the flight simulator operator and the (2) The sponsor should coordinate with the responsible Flight Standards office.

responsible Flight Standards office prior to (3) Differences between the two sets of re- using alternative data sources in a flight sults, other than variations attributable to test or data gathering effort.

repeatability issues that cannot be explained e. The responsible Flight Standards office should be investigated.

position on the use of these alternative data (4) The flight simulator should retain the sources, procedures, and instrumentation is ability to over-plot both automatic and man- based on the use of a rigorously defined and ual validation test results with reference fully mature simulation controls system data.

model that includes accurate gearing and cable stretch characteristics (where applica- E ND INFORMATION ble), determined from actual aircraft meas- llllllllllllllllllllllll urements. The model does not require con- trol surface position measurements in the B EGIN QPS R EQUIREMENTS flight test objective data in these limited ap- 17. A LTERNATIVE D ATA S OURCES , P ROCE - plications.

DURES , AND INSTRUMENTATION : L EVEL B f. Data may be acquired by using an iner- S IMULATORS O NLY tial measurement system and a synchronized video of the calibrated helicopter instru- a. Sponsors are not required to use the al- ments, including the inclinometer; the force/ ternative data sources, procedures, and in- position measurements of flight deck con- strumentation. However, any sponsor choos- trols; and a clear visual directional reference ing to use alternative sources must comply for a known magnetic bearing (e.g., a runway with the requirements in Table C2E.

centerline). Ground track and wind corrected heading may be used for sideslip angle.

E ND QPS R EQUIREMENTS g. The sponsor is urged to contact the re- llllllllllllllllllllllll sponsible Flight Standards office for clari- fication of any issue regarding helicopters B EGIN INFORMATION with reversible control systems. This table is b. It has become standard practice for ex- not applicable to Computer Controlled Air- perienced simulator manufacturers to use craft flight simulators.

such techniques as a means of establishing h. Use of these alternate data sources, pro- data bases for new simulator configurations cedures, and instrumentation does not re- while awaiting the availability of actual lieve the sponsor from compliance with the flight test data. The data generated from the balance of the information contained in this aerodynamic modeling techniques is then document relative to Level B FFSs.

compared to the flight test data when it be- i. The term ‘‘inertial measurement sys- comes available. The results of such com- tem’’ is used in table C2E includes the use of parisons have become increasingly con- a functional global positioning system sistent, indicating that these techniques, ap- (GPS).

Federal Aviation Administration, DOT Pt. 60, App. C

j. Synchronized video for the use of alter- provide sufficient clarity and accuracy to native data sources, procedures, and instru- measure the necessary parameter(s) to at mentation should have: least ⁄ 2 of the tolerance authorized for the specific test being conducted and allow an (1) sufficient resolution to allow mag- integration of the parameter(s) in question nification of the display to make appropriate to obtain a rate of change.

measurement and comparisons; and (2) sufficient size and incremental marking E ND I NFORMATION to allow similar measurement and compari- son. The detail provided by the video should llllllllllllllllllllllll T ABLE C2E—A LTERNATIVE D ATA S OURCES , P ROCEDURES , AND INSTRUMENTATION [The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix C are not used] QPS requirements Information Table of objective tests Level By Alternative data sources, procedures, and instrumentation Notes only Test entry number and title 1.a.1.a. Performance. En- X Data may be acquired using a synchronized video recording of all gine Start and Accelera- engine instruments, start buttons, means for fuel introduction and tions. means for moving from ‘‘idle’’ to ‘‘flight.’’ A stopwatch is nec- essary.

1.a.1.b. Performance. X Data may be acquired using a synchronized video recording of all Steady State Idle and engine instruments, and include the status of the means for mov- Operating RPM Condi- ing from ‘‘idle’’ to ‘‘flight.’’.

tions.

1.a.2. Performance. Power X Data may be acquired using a synchronized video recording of all Turbine Speed Trim. engine instruments. Speed trim actuator position may be hand re- corded.

1.a.3. Performance. Engine X Data may be acquired by using a synchronized video of the cali- and Rotor Speed Gov- brated helicopter instruments and the force/position measure- erning. ments of flight deck controls.

1.b.1. Performance. On X TIR, AFM, or Design data may be used.

Surface Taxi. Minimum Radius Turn.

1.b.2. Performance. On X Data may be acquired by using a constant tiller position (measured A single procedure Surface Taxi Rate of with a protractor), or full pedal application for steady state turn, may not be ade- Turn vs. Nosewheel and synchronized video of heading indicator. If less than full quate for all rotor- Steering Angle. pedal is used, pedal position must be recorded.. craft steering sys- tems. Appropriate measurement procedures must be devised and proposed for re- sponsible Flight Standards office concurrence.

1.b.3. Performance. Taxi ... X Data may be acquired by using a synchronized video of the cali- brated helicopter instruments and the force/position measure- ments of flight deck controls.

1.b.4. Performance. Brake X Data may be acquired using a stopwatch and a means for meas- uring distance such as runway distance markers conforming with runway distance marker standards.

1.c.1. Performance. Run- X Preliminary certification data may be used. Data may be acquired ning Takeoff. by using a synchronized video of the calibrated helicopter instru- ments and the force/position measurements of flight deck con- trols. Collective, cyclic, and pedal position time history must be recorded from the start of collective movement through to normal climb. Indicated torque settings may be hand recorded at the mo- ment of lift-off and in a steady normal climb.

1.c.2. Performance. One X Data may be acquired by using a synchronized video of the cali- Engine Inoperative (OEI), brated helicopter instruments and the force/position measure- continued takeoff. ments of flight deck controls. Collective, cyclic, and pedal position time history must be recorded from the start of collective move- ment through to normal OEI climb. Indicated torque settings may be hand recorded at the moment of lift-off and in a steady normal OEI climb.

1.f. Performance. Level X Data may be acquired by using a synchronized video of the cali- Flight. Trimmed Flight brated helicopter instruments and the force/position measure- Control Positions. ments of flight deck controls.

1.g. Performance. Normal X Data may be acquired by using a synchronized video of the cali- Climb. Trimmed Flight brated helicopter instruments and the force/position measure- Control Positions. ments of flight deck controls.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

T ABLE C2E—A LTERNATIVE D ATA S OURCES , P ROCEDURES , AND I NSTRUMENTATION —Continued [The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix C are not used] QPS requirements Information Table of objective tests Level By Alternative data sources, procedures, and instrumentation Notes only Test entry number and title 1.h.1. Descent Perform- X Data may be acquired by using a synchronized video of the cali- ance and Trimmed Flight brated helicopter instruments and the force/position measure- Control Positions. ments of flight deck controls.

1.h.2. Autorotation Perform- X Data may be acquired by using a synchronized video of the cali- ance and Trimmed Flight brated helicopter instruments and the force/position measure- Control Positions. ments of flight deck controls.

1.j.1. Performance. Run- X Data may be acquired by using a synchronized video of the cali- ning Landing All Engines. brated helicopter instruments and the force/position measure- ments of flight deck controls.

1.j.2. Performance. Run- X Data may be acquired by using a synchronized video of the cali- ning Landing One Engine brated helicopter instruments and the force/position measure- Inoperative. ments of flight deck controls.

1.j.3. Performance. Balked X Data may be acquired by using a synchronized video of the cali- Landing. brated helicopter instruments and the force/position measure- ments of flight deck controls. The synchronized video must record the time of the ‘‘balk landing’’ decision.

2.a.1. Handling Qualities. X Control positions can be obtained using continuous control position Static Control Checks. recordings. Force data may be acquired by using a hand held Cyclic Controller Position force gauge so that the forces can be cross-plotted against con- vs. Force. trol position in each of the control axes.

2.a.2. Handling Qualities. X Control positions can be obtained using continuous control position Static Control Checks. recordings. Force data may be acquired by using a hand held Collective/Pedals vs. force gauge so that the forces can be cross-plotted against con- Force. trol position in each of the control axes.

2.a.3. Handling Qualities. X Brake pedal positions can be obtained using continuous position re- Brake Pedal Force vs. cordings. Force data may be acquired by using a hand held force Position. gauge so that the forces can be cross-plotted against brake pedal position.

2.a.4. Handling Qualities. X Control positions can be obtained using continuous control position Trim System Rate (all recordings plotted against time to provide rate in each applicable applicable systems). system.

2.a.6. Handling Qualities. X Data may be acquired by direct measurement.

Control System Freeplay.

2.c.1. Longitudinal Handling X Data may be acquired by using an inertial measurement system, a Qualities. Control Re- synchronized video of the calibrated helicopter instruments and sponse. the force/position measurements of flight deck controls.

2.c.2. Longitudinal Handling X Data may be acquired by using an inertial measurement system, a Qualities. Static Stability. synchronized video of the calibrated helicopter instruments and the force/position measurements of flight deck controls.

2.c.3.a. Longitudinal Han- X Data may be acquired by using an inertial measurement system, a dling Qualities. Dynamic synchronized video of the calibrated helicopter instruments and Stability, Long Term Re- the force/position measurements of flight deck controls.

sponse.

2.c.3.b. Longitudinal Han- X Data may be acquired by using an inertial measurement system, a dling Qualities. Dynamic synchronized video of the calibrated helicopter instruments and Stability, Short Term Re- the force/position measurements of flight deck controls.

sponse.

2.c.4. Longitudinal Handling X Data may be acquired by using an inertial measurement system, a Qualities. Maneuvering synchronized video of the calibrated helicopter instruments and stability. the force/position measurements of flight deck controls.

2.d.1.a. Lateral Handling X Data may be acquired by using an inertial measurement system, a Qualities. Control Re- synchronized video of the calibrated helicopter instruments and sponse. the force/position measurements of flight deck controls.

2.d.1.b Directional Handling X Data may be acquired by using an inertial measurement system Qualities. Control Re- and a synchronized video of calibrated helicopter instruments and sponse.. force/position measurements of flight deck directional controls.

2.d.2. Handling Qualities. X Data may be acquired by using an inertial measurement system Directional Static Stability. and a synchronized video of calibrated helicopter instruments and force/position measurements of flight deck directional controls.

2.d.3.a. Handling Qualities. X Data may be acquired by using an inertial measurement system Dynamic Lateral and Di- and a synchronized video of the calibrated helicopter instruments, rectional Stability Lateral- the force/position measurements of flight deck controls, and a Directional Oscillations. stop watch.

2.d.3.b. Handling Qualities. X Data may be acquired by using an inertial measurement system Dynamic Lateral and Di- and a synchronized video of the calibrated helicopter instruments, rectional Stability Spiral the force/position measurements of flight deck controls, and a Stability. stop watch.

Federal Aviation Administration, DOT Pt. 60, App. C

T ABLE C2E—A LTERNATIVE D ATA S OURCES , P ROCEDURES , AND I NSTRUMENTATION —Continued [The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix C are not used] QPS requirements Information Table of objective tests Level By Alternative data sources, procedures, and instrumentation Notes only Test entry number and title 2.d.3.c. Handling Qualities. X Data may be acquired by using an inertial measurement system Dynamic Lateral and Di- and a synchronized video of the calibrated helicopter instruments, rectional Stability. Ad- the force/position measurements of flight deck controls.

verse/Proverse Yaw.

llllllllllllllllllllllll view has been limited to about 40 ° –45 ° . These limitations result from tradeoffs in optical B EGIN INFORMATION quality and interference between the display components and flight deck structures, but 18. V ISUAL D ISPLAY S YSTEMS .

were sufficient to meet FFS regulatory ap- a. Basic principles of a FFS collimated dis- proval for Helicopter FFSs. However, recent play: designs have been introduced with vertical (1) The essential feature of a collimated fields of view of up to 60 ° for helicopter appli- display is that light rays coming from a cations.

given point in a picture are parallel. There b. Basic principles of a FFS dome (or non- are two main implications of the parallel collimated) display: rays: (1) The situation in a dome display is (a) The viewer’s eyes focus at infinity and shown in Figure C2C. As the angles can be have zero convergence, providing a cue that correct for only one eye point at a time, the the object is distant; and visual system in the figure has been aligned (b) The angle to any given point in the pic- for the right seat eye point position. The ture does not change when viewed from a dif- runway appears to be straight ahead of the ferent position so the object behaves geo- aircraft for this viewer. For the left seat metrically as though it were located at a sig- viewer, however, the runway appears to be nificant distance from the viewer. These somewhat to the right of the aircraft. As the cues are self-consistent, and are appropriate aircraft is still moving towards the runway, for any object that has been modeled as the perceived velocity vector will be directed being at a significant distance from the towards the runway and this will be inter- viewer.

preted as the aircraft having some yaw off- (2) In an ideal situation the rays are per- set.

fectly parallel, but most implementations (2) The situation is substantially different provide only an approximation to the ideal.

for near field objects encountered in heli- Typically, an FFS display provides an image copter operations close to the ground. In located not closer than about 20–33 ft (6–10 those cases, objects that should be inter- m) from the viewer, with the distance vary- preted as being close to the viewer will be ing over the field-of-view. A schematic rep- misinterpreted as being distant in a col- resentation of a collimated display is pro- limated display. The errors can actually be vided in Figure C2A.

reduced in a dome display.

(3) Collimated displays are well suited to (3) The field-of-view possible with a dome many simulation applications as the area of display can be larger than that of a col- interest is relatively distant from the ob- limated display. Depending on the configura- server so the angles to objects should remain tion, a field-of-view of 240 ° by 90 ° is possible independent of viewing position. Consider and can be exceeded.

the view of the runway seen by the flight crew lined up on an approach. In the real c. Additional display considerations world, the runway is distant and the light rays from the runway to the eyes are par- (1) While the situations described above allel. The runway appears to be straight are for discrete viewing positions, the same ahead to both crew members. This situation arguments can be extended to moving eye is well simulated by a collimated display and points produced by the viewer’s head move- is presented in Figure C2B. Note that the dis- ment. In the real world, the parallax effects tance to the runway has been shortened for resulting from head movement provide dis- clarity. If drawn to scale, the runway would tance cues. The effect is particularly strong be farther away and the rays from the two for relative movement of flight deck struc- seats would be closer to being parallel. ture in the near field and modeled objects in (4) While the horizontal field-of-view of a the distance. Collimated displays will pro- collimated display can be extended to ap- vide accurate parallax cues for distant ob- proximately 210 ° –220 ° , the vertical field-of- jects, but increasingly inaccurate cues for

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

near field objects. The situation is reversed proach provides a completely accurate image for dome displays.

for all possible object distances. The sponsor (2) Stereopsis cues resulting from the dif- should consider the training role of the FFS ferent images presented to each eye for ob- when configuring the display system to jects relatively close to the viewer also pro- make the optimum choice. Factors that vide depth cues. Again, the collimated and should be considered include relative impor- dome displays provide more or less accurate tance of training tasks at low altitudes, the cues depending on the modeled distance of role of the two crew members in the flying the objects being viewed.

tasks, and the field-of-view required for spe- cific training tasks.

d. Training implications (1) In view of the basic principles described above, it is clear that neither display ap-

Federal Aviation Administration, DOT Pt. 60, App. C

A TTACHMENT 3 TO A PPENDIX C TO P ART 60— representations of real-world, operational S IMULATOR S UBJECTIVE E VALUATION airports or representations of fictional air- ports and must meet the requirements set llllllllllllllllllllllll out in Tables C3B or C3C of this attachment, as appropriate.

B EGIN QPS R EQUIREMENTS b. If fictional airports are used, the sponsor 1. R EQUIREMENTS must ensure that navigational aids and all appropriate maps, charts, and other naviga- a. Except for special use airport models, all tional reference material for the fictional airport models required by this part must be

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

airports (and surrounding areas as nec- days of the opening of the new or changed fa- essary) are compatible, complete, and accu- cility or structure.

rate with respect to the visual presentation g. If a sponsor desires an extension to the and airport model of this fictional airport. time limit for an update to a visual scene or An SOC must be submitted that addresses airport model or has an objection to what navigation aid installation and performance must be updated in the specific airport and other criteria (including obstruction model requirement, the sponsor must pro- clearance protection) for all instrument ap- vide a written extension request to the re- proaches to the fictional airports that are sponsible Flight Standards office stating the available in the simulator. The SOC must reason for the update delay and a proposed reference and account for information in the completion date or provide an explanation terminal instrument procedures manual and for the objection, explaining why the identi- the construction and availability of the re- fied airport change will not have an impact quired maps, charts, and other navigational on flight training, testing, or checking. A material. This material must be clearly copy of this request or objection must also marked ‘‘for training purposes only.’’ be sent to the POI/TCPM. The responsible c. When the simulator is being used by an Flight Standards office will send the official instructor or evaluator for purposes of train- response to the sponsor and a copy to the ing, checking, or testing under this chapter, POI/TCPM; however, if there is an objection, only airport models classified as Class I, after consultation with the appropriate POI/ Class II, or Class III may be used by the in- TCPM regarding the training, testing, or structor or evaluator. Detailed descriptions/ checking impact, the responsible Flight definitions of these classifications are found Standards office will send the official re- in Appendix F of this part.

sponse to the sponsor and a copy to the POI/ d. When a person sponsors an FFS main- TCPM.

tained by a person other than a U.S. certifi- cate holder, the sponsor is accountable for END QPS R EQUIREMENTS that FFS originally meeting, and continuing llllllllllllllllllllllll to meet, the criteria under which it was originally qualified and the appropriate Part B EGIN INFORMATION 60 criteria, including the visual scenes and airport models that may be used by instruc- 2. D ISCUSSION tors or evaluators for purposes of training, a. The subjective tests provide a basis for checking, or testing under this chapter.

evaluating the capability of the simulator to e. Neither Class II nor Class III airport vis- perform over a typical utilization period; de- ual models are required to appear on the termining that the simulator competently SOQ, and the method used for keeping in- simulates each required maneuver, proce- structors and evaluators apprised of the air- dure, or task; and verifying correct oper- port models that meet Class II or Class III ation of the simulator controls, instruments, requirements on any given simulator is at and systems. The items listed in the fol- the option of the sponsor, but the method lowing Tables are for simulator evaluation used must be available for review by the purposes only. They may not be used to limit TPAA.

or exceed the authorizations for use of a f. When an airport model represents a real given level of simulator as described on the world airport and a permanent change is SOQ or as approved by the TPAA. All items made to that real world airport (e.g., a new in the following paragraphs are subject to an runway, an extended taxiway, a new lighting examination.

system, a runway closure) without a written b. The tests in Table C3A, Operations extension grant from the responsible Flight Tasks, in this attachment address pilot func- Standards office (described in paragraph 1.g., tions, including maneuvers and procedures of this section), an update to that airport (called flight tasks), and are divided by model must be made in accordance with the flight phases. The performance of these tasks following time limits: (1) For a new airport runway, a runway ex- by the responsible Flight Standards office tension, a new airport taxiway, a taxiway ex- includes an operational examination of the tension, or a runway/taxiway closure—with- visual system and special effects. There are in 90 days of the opening for use of the new flight tasks included to address some fea- airport runway, runway extension, new air- tures of advanced technology helicopters and port taxiway, or taxiway extension; or with- innovative training programs.

in 90 days of the closure of the runway or c. The tests in Table C3A, Operations taxiway. Tasks, and Table C3G, Instructor Operating (2) For a new or modified approach light Station, in this attachment address the over- system—within 45 days of the activation of all function and control of the simulator in- the new or modified approach light system. cluding the various simulated environmental (3) For other facility or structural changes conditions; simulated helicopter system op- on the airport (e.g., new terminal, relocation eration (normal, abnormal, and emergency); of Air Traffic Control Tower)—within 180 visual system displays; and special effects

Federal Aviation Administration, DOT Pt. 60, App. C

necessary to meet flight crew training, eval- acceptable description of the process for de- uation, or flight experience requirements. termining the acceptability of a specific air- d. All simulated helicopter systems func- port model, outlines the conditions under tions will be assessed for normal and, where which such an airport model may be used, appropriate, alternate operations. Normal, and adequately describes what restrictions abnormal, and emergency operations associ- will be applied to each resulting airport or ated with a flight phase will be assessed dur- landing area model. Examples of situations ing the evaluation of flight tasks or events that may warrant Class III model designa- within that flight phase. Simulated heli- tion by the TPAA include the following: copter systems are listed separately under (a) Training, testing, or checking on very ‘‘Any Flight Phase’’ to ensure appropriate low visibility operations, including SMGCS attention to systems checks. Operational operations.

navigation systems (including inertial navi- (b) Instrument operations training (includ- gation systems, global positioning systems, ing instrument takeoff, departure, arrival, or other long-range systems) and the associ- approach, and missed approach training, ated electronic display systems will be eval- testing, or checking) using— uated if installed. The pilot will include in (i) A specific model that has been geo- his report to the TPAA, the effect of the sys- graphically ‘‘moved’’ to a different location tem operation and any system limitation. and aligned with an instrument procedure e. Simulators demonstrating a satisfactory for another airport.

circling approach will be qualified for the (ii) A model that does not match changes circling approach maneuver and may be ap- made at the real-world airport (or landing proved for such use by the TPAA in the spon- area for helicopters) being modeled.

sor’s FAA-approved flight training program. (iii) A model generated with an ‘‘off-board’’ To be considered satisfactory, the circling or an ‘‘on-board’’ model development tool approach will be flown at maximum gross (by providing proper latitude/longitude ref- weight for landing, with minimum visibility erence; correct runway or landing area ori- for the helicopter approach category, and entation, length, width, marking, and light- must allow proper alignment with a landing ing information; and appropriate adjacent runway at least 90 ° different from the instru- taxiway location) to generate a facsimile of ment approach course while allowing the a real world airport or landing area.

pilot to keep an identifiable portion of the j. Previously qualified simulators with cer- airport in sight throughout the maneuver tain early generation Computer Generated (reference—14 CFR 91.175(e)).

Image (CGI) visual systems, are limited by f. At the request of the TPAA, the Pilot the capability of the Image Generator or the may assess the simulator for a special aspect display system used. These systems are: of a sponsor’s training program during the (1) Early CGI visual systems that are ex- functions and subjective portion of an eval- empt from the necessity of including runway uation. Such an assessment may include a numbers as a part of the specific runway portion of a Line Oriented Flight Training marking requirements are: (LOFT) scenario or special emphasis items in (a) Link NVS and DNVS.

the sponsor’s training program. Unless di- (b) Novoview 2500 and 6000.

rectly related to a requirement for the quali- (c) FlightSafety VITAL series up to, and fication level, the results of such an evalua- including, VITAL III, but not beyond.

tion would not affect the qualification of the (d) Redifusion SP1, SP1T, and SP2.

simulator.

(2) Early CGI visual systems are excepted g. This appendix addresses helicopter sim- from the necessity of including runway num- ulators at Levels B, C, and D because there bers unless the runway is used for LOFT are no Level A Helicopter simulators.

training sessions. These LOFT airport mod- h. The FAA intends to allow the use of els require runway numbers, but only for the Class III airport models on a limited basis specific runway end (one direction) used in when the sponsor provides the TPAA (or the LOFT session. The systems required to other regulatory authority) an appropriate display runway numbers only for LOFT analysis of the skills, knowledge, and abili- scenes are: ties (SKAs) necessary for competent per- (a) FlightSafety VITAL IV.

formance of the tasks in which this par- (b) Redifusion SP3 and SP3T.

ticular media element is used. The analysis (c) Link-Miles Image II.

should describe the ability of the FFS/visual (3) The following list of previously quali- media to provide an adequate environment fied CGI and display systems are incapable of in which the required SKAs are satisfac- generating blue lights. These systems are torily performed and learned. The analysis not required to have accurate taxi-way edge should also include the specific media ele- lighting are: ment, such as the visual scene or airport (a) Redifusion SP1 and SP1T.

model. (b) FlightSafety Vital IV.

i. The TPAA may accept Class III airport (c) Link-Miles Image II and Image IIT models without individual observation pro- (d) XKD displays (even though the XKD vided the sponsor provides the TPAA with an image generator is capable of generating

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

blue colored lights, the display cannot ac- E ND I NFORMATION commodate that color).

llllllllllllllllllllllll T ABLE C3A—F UNCTIONS AND S UBJECTIVE T ESTS QPS requirements Simulator level Entry No. Operations tasks B C D Tasks in this table are subject to evaluation if appropriate for the helicopter simulated as indicated in the SOQ Configuration List or the level of simulator qualification involved. Items not installed or not functional on the simulator and, therefore, not ap- pearing on the SOQ Configuration List, are not required to be listed as exceptions on the SOQ.

1. Preparation for Flight 1.a. ............................. Flight deck check: Switches, indicators, systems, and equipment ...................................... X X X 2. APU/Engine start and run-up 2.a. ............................. Normal start procedures ....................................................................................................... X X X 2.b. ............................. Alternate start procedures ..................................................................................................... X X X 2.c. ............................. Abnormal starts and shutdowns (e.g., hot start, hung start) ................................................ X X X 2.d. ............................. Rotor engagement ................................................................................................................ X X X 2.e. ............................. System checks ...................................................................................................................... X X X 3. Taxiing—Ground 3.a .............................. Power required to taxi ........................................................................................................... X X X 3.b. ............................. Brake effectiveness ............................................................................................................... X X X 3.c. ............................. Ground handling .................................................................................................................... X X X 3.d. ............................. Water handling (if applicable) ............................................................................................... X X 3.e. ............................. Abnormal/emergency procedures: 3.e.1. .......................... Brake system failure ............................................................................................................. X X X 3.e.2. .......................... Ground resonance ................................................................................................................ X X 3.e.3. .......................... Dynamic rollover ................................................................................................................... X X 3.e.4. .......................... Deployment of emergency floats/water landing .................................................................... X X 3.e.5. .......................... Others listed on the SOQ ..................................................................................................... A X X 4. Taxiing—Hover 4.a. ............................. Takeoff to a hover ................................................................................................................. X X X 4.b. ............................. Instrument response: 4.b.1. .......................... Engine instruments ............................................................................................................... X X X 4.b.2. .......................... Flight instruments .................................................................................................................. X X X 4.b.3. .......................... Hovering turns ....................................................................................................................... X X X 4.c. ............................. Hover power checks: 4.c.1. .......................... In ground effect (IGE) ........................................................................................................... X X X 4.c.2. .......................... Out of ground effect (OGE) .................................................................................................. X X X 4.d. ............................. Crosswind/tailwind hover ...................................................................................................... X X X 4.e. ............................. Translating tendency ............................................................................................................. X X X 4.f. .............................. External load operations:

Federal Aviation Administration, DOT Pt. 60, App. C

T ABLE C3A—F UNCTIONS AND S UBJECTIVE T ESTS—Continued QPS requirements Simulator level Entry No. Operations tasks B C D 4.f.1. ........................... Hookup .................................................................................................................................. X X 4.f.2. ........................... Release ................................................................................................................................. X X 4.f.3. ........................... Winch operations .................................................................................................................. X X 4.g. ............................. Abnormal/emergency procedures: 4.g.1. .......................... Engine failure ........................................................................................................................ X X X 4.g.2. .......................... Fuel governing system failure ............................................................................................... X X X 4.g.3. .......................... Settling with power (OGE) .................................................................................................... X X X 4.g.4. .......................... Hovering autorotation ............................................................................................................ X X 4.g.5. .......................... Stability augmentation system failure ................................................................................... X X X 4.g.6. .......................... Directional control malfunction .............................................................................................. X X X 4.g.7. .......................... Loss of tail rotor effectiveness (LTE) .................................................................................... X X 4.g.8. .......................... Others listed on the SOQ ..................................................................................................... A X X 4.h. ............................. Pre-takeoff checks ................................................................................................................ X X X 5. Takeoff/Translational Flight 5.a. ............................. Forward (up to effective translational lift) ............................................................................. X X 5.b. ............................. Sideward (up to limiting airspeed) ........................................................................................ X X 5.c. ............................. Rearward (up to limiting airspeed) ........................................................................................ X X 6. Takeoff and Departure Phase 6.a. ............................. Normal ................................................................................................................................... X X X 6.a.1. .......................... From ground .......................................................................................................................... X X X 6.a.2. .......................... From hover ............................................................................................................................ X X X 6.a.2.a. ....................... Cat A ..................................................................................................................................... X X X 6.a.2.b. ....................... Cat B ..................................................................................................................................... X X X 6.a.3. .......................... Running ................................................................................................................................. X X X 6.a.4. .......................... Crosswind/tailwind ................................................................................................................. X X X 6.a.5. .......................... Maximum performance ......................................................................................................... X X X 6.a.6. .......................... Instrument ............................................................................................................................. X X X 6.a.7. .......................... Takeoff from a confined area ................................................................................................ X X X 6.a.8. .......................... Takeoff from a pinnacle/platform .......................................................................................... X X X 6.a.9. .......................... Takeoff from a slope ............................................................................................................. X X X 6.a.10. ........................ External load operations ....................................................................................................... X X 6.b. ............................. Abnormal/emergency procedures: ........................................................................................ X X X 6.b.1. .......................... Takeoff with engine failure after critical decision point (CDP) ............................................. X X X 6.b.1.a. ....................... Cat A ..................................................................................................................................... X X 6.b.1.b. ....................... Cat B ..................................................................................................................................... X X

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

T ABLE C3A—F UNCTIONS AND S UBJECTIVE T ESTS—Continued QPS requirements Simulator level Entry No. Operations tasks B C D 6.c. ............................. Rejected takeoff ....................................................................................................................

6.c.1. .......................... Land ...................................................................................................................................... X X X 6.c.2. .......................... Water (if appropriate) ............................................................................................................ X X X 6.d. ............................. Instrument departure ............................................................................................................. X X X 6.e. ............................. Others as listed on the SOQ ................................................................................................ A X X 7. Climb 7.a. ............................. Normal ................................................................................................................................... X X X 7.b. ............................. Obstacle clearance ............................................................................................................... X X X 7.c. ............................. Vertical .................................................................................................................................. X X 7.d. ............................. One engine inoperative ......................................................................................................... X X X 7.e. ............................. Others as listed on the SOQ ................................................................................................ A X X 8. Cruise 8.a .............................. Performance .......................................................................................................................... X X X 8.b. ............................. Flying qualities ...................................................................................................................... X X X 8.c. ............................. Turns ..................................................................................................................................... X X X 8.c.1. .......................... Timed .................................................................................................................................... X X X 8.c.2. .......................... Normal ................................................................................................................................... X X X 8.c.3. .......................... Steep ..................................................................................................................................... X X X 8.d. ............................. Accelerations and decelerations ........................................................................................... X X X 8.e. ............................. High speed vibrations ........................................................................................................... X X X 8.f. .............................. External Load Operations (see entry 4.f. of this table) ........................................................ X X 8.g. ............................. Abnormal/emergency procedures ......................................................................................... X X X 8.g.1. .......................... Engine fire ............................................................................................................................. X X X 8.g.2 ........................... Engine failure ........................................................................................................................ X X X 8.g.3. .......................... Inflight engine shutdown and restart ..................................................................................... X X X 8.g.4. .......................... Fuel governing system failures ............................................................................................. X X X 8.g.5. .......................... Directional control malfunction .............................................................................................. X X X 8.g.6. .......................... Hydraulic failure .................................................................................................................... X X X 8.g.7. .......................... Stability system failure .......................................................................................................... X X X 8.g.8. .......................... Rotor vibrations ..................................................................................................................... X X X 8.g.9. .......................... Recovery from unusual attitudes .......................................................................................... X X X 9. Descent 9.a. ............................. Normal ................................................................................................................................... X X X 9.b. ............................. Maximum rate ....................................................................................................................... X X X 9.c. ............................. Autorotative ...........................................................................................................................

Federal Aviation Administration, DOT Pt. 60, App. C

T ABLE C3A—F UNCTIONS AND S UBJECTIVE T ESTS—Continued QPS requirements Simulator level Entry No. Operations tasks B C D 9.c.1. .......................... Straight-in .............................................................................................................................. X X X 9.c.2. .......................... With turn ................................................................................................................................ X X X 9.d. ............................. External Load ........................................................................................................................ X X 10. Approach 10.a. ........................... Non-precision ........................................................................................................................ X X X 10.a.1. ........................ All engines operating ............................................................................................................ X X X 10.a.2. ........................ One or more engines inoperative ......................................................................................... X X X 10.a.3. ........................ Approach procedures: X X X 10.a.3.a. ..................... NDB ....................................................................................................................................... X X X 10.a.3.b. ..................... VOR, RNAV, TACAN ............................................................................................................ X X X 10.a.3.c. ..................... ASR ....................................................................................................................................... X X X 10.a.3.d. ..................... Circling .................................................................................................................................. X X X 10.a.3.e. ..................... Helicopter only ...................................................................................................................... X X X 10.a.4. ........................ Missed approach ................................................................................................................... X X X 10.a.4.a. ..................... All engines operating ............................................................................................................ X X X 10.a.4.b. ..................... One or more engines inoperative ......................................................................................... X X X 10.b. ........................... Precision ................................................................................................................................ X X X 10.b.1. ........................ All engines operating ............................................................................................................ X X X 10.b.2. ........................ Manually controlled—one or more engines inoperative ....................................................... X X X 10.b.3. ........................ Approach procedures: X X X 10.b.3.a. ..................... PAR ....................................................................................................................................... X X X 10.b.3.b. ..................... MLS ....................................................................................................................................... X X X 10.b.3.c. ..................... ILS ......................................................................................................................................... X X X 10.b.3.c. ..................... (1) Manual (raw data) ........................................................................................................... X X X 10.b.3.c. ..................... (2) Flight director only ........................................................................................................... X X X 10.b.3.c. ..................... (3) Autopilot * only ................................................................................................................. X X X 10.b.3.c. ..................... (4) Cat I ................................................................................................................................. X X X 10.b.3.c. ..................... (5) Cat II ................................................................................................................................ X X X 10.b.4. ........................ Missed approach: 10.b.4.a. ..................... All engines operating ............................................................................................................ X X X 10.b.4.b. ..................... One or more engines inoperative ......................................................................................... X X X 10.b.4.c. ..................... Stability system failure .......................................................................................................... X X X 10.c. ........................... Others as listed on the SOQ ................................................................................................ A X X 11. Landings and Approaches to Landings 11.a. ........................... Visual Approaches:

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

T ABLE C3A—F UNCTIONS AND S UBJECTIVE T ESTS—Continued QPS requirements Simulator level Entry No. Operations tasks B C D 11.a.1. ........................ Normal ................................................................................................................................... X X X 11.a.2. ........................ Steep ..................................................................................................................................... X X X 11.a.3. ........................ Shallow .................................................................................................................................. X X X 11.a.4. ........................ Crosswind .............................................................................................................................. X X X 11.a.5. ........................ Category A profile ................................................................................................................. X X 11.a.6. ........................ Category B profile ................................................................................................................. X X 11.a.7. ........................ External Load ........................................................................................................................ X X 11.b. ........................... Abnormal/emergency procedures: 11.b.1. ........................ Directional control failure ...................................................................................................... X X X 11.b.2. ........................ Hydraulics failure ................................................................................................................... X X X 11.b.3. ........................ Fuel governing failure ........................................................................................................... X X X 11.b.4. ........................ Autorotation ........................................................................................................................... X X X 11.b.5. ........................ Stability system failure .......................................................................................................... X X X 11.b.6. ........................ Others listed on the SOQ ..................................................................................................... A X X 11c. ............................ Landings: 11.c.1. ........................ Normal: 11.c.1.a. ..................... Running ................................................................................................................................. X X X 11.c.1.b. ..................... From Hover ........................................................................................................................... X X X 11.c.2. ........................ Pinnacle/platform ................................................................................................................... X X X 11.c.3. ........................ Confined area ........................................................................................................................ X X X 11.c.4. ........................ Slope ..................................................................................................................................... X X 11.c.5. ........................ Crosswind .............................................................................................................................. X X X 11.c.6. ........................ Tailwind ................................................................................................................................. X X X 11.c.7. ........................ Rejected Landing .................................................................................................................. X X X 11.c.8. ........................ Abnormal/emergency procedures: 11.c.8.a. ..................... From autorotation .................................................................................................................. X X 11.c.8.b. ..................... One or more engines inoperative ......................................................................................... X X X 11.c.8.c. ..................... Directional control failure ...................................................................................................... X X X 11.c.8.d. ..................... Hydraulics failure ................................................................................................................... X X X 11.c.8.e. ..................... Stability augmentation system failure ................................................................................... X X X 11.c.9. ........................ Other (listed on the SOQ) ..................................................................................................... A X X 12. Any Flight Phase 12.a.1. ........................ Air conditioning ...................................................................................................................... X X X 12.a.2. ........................ Anti-icing/deicing ................................................................................................................... X X X 12.a.3. ........................ Auxiliary power-plant ............................................................................................................. X X X

Federal Aviation Administration, DOT Pt. 60, App. C

T ABLE C3A—F UNCTIONS AND S UBJECTIVE T ESTS—Continued QPS requirements Simulator level Entry No. Operations tasks B C D 12.a.4. ........................ Communications .................................................................................................................... X X X 12.a.5. ........................ Electrical ................................................................................................................................ X X X 12.a.6. ........................ Fire detection and suppression ............................................................................................. X X X 12.a.7. ........................ Stabilizer ................................................................................................................................ X X X 12.a.8. ........................ Flight controls ........................................................................................................................ X X X 12.a.9. ........................ Fuel and oil ........................................................................................................................... X X X 12.a.10. ...................... Hydraulic ............................................................................................................................... X X X 12.a.11. ...................... Landing gear ......................................................................................................................... X X X 12.a.12. ...................... Oxygen .................................................................................................................................. X X X 12.a.13. ...................... Pneumatic ............................................................................................................................. X X X 12.a.14. ...................... Powerplant ............................................................................................................................ X X X 12.a.15. ...................... Flight control computers ........................................................................................................ X X X 12.a.16. ...................... Stability and control augmentation ........................................................................................ X X X 12.b. ........................... Flight management and guidance system: 12.b.1. ........................ Airborne radar ....................................................................................................................... X X X 12.b.2. ........................ Automatic landing aids .......................................................................................................... X X X 12.b.3. ........................ Autopilot ................................................................................................................................ X X X 12.b.4. ........................ Collision avoidance system ................................................................................................... X X X 12.b.5. ........................ Flight data displays ............................................................................................................... X X X 12.b.6. ........................ Flight management computers ............................................................................................. X X X 12.b.7. ........................ Heads-up displays ................................................................................................................. X X X 12.b.8. ........................ Navigation systems ............................................................................................................... X X X 12.c. ........................... Airborne procedures: 12.c.1. ........................ Holding .................................................................................................................................. X X X 12.c.2. ........................ Air hazard avoidance ............................................................................................................ X X X 12.c.3. ........................ Retreating blade stall recovery ............................................................................................. X X X 12.c.4. ........................ Mast bumping ........................................................................................................................ X X X 12.c.5 ......................... Loss of directional control ..................................................................................................... X X X 12.c.6. ........................ Loss of tail rotor effectiveness .............................................................................................. X X 12.c.7. ........................ Other (listed on the SOQ) ..................................................................................................... A X X 13. Engine Shutdown and Parking 13.a. ........................... Engine and systems operation ............................................................................................. X X X 13.b. ........................... Parking brake operation ........................................................................................................ X X X 13.c. ........................... Rotor brake operation ........................................................................................................... X X X

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

T ABLE C3A—F UNCTIONS AND S UBJECTIVE T ESTS—Continued QPS requirements Simulator level Entry No. Operations tasks B C D 13.d. ........................... Abnormal/emergency procedures ......................................................................................... X X X * ‘‘Autopilot’’ means attitude retention mode of operation.

Note: An ‘‘A’’ in the table indicates that the system, task, or procedure may be examined if the appropriate aircraft system or control is simulated in the FFS and is working properly.

T ABLE C3B—F UNCTIONS AND S UBJECTIVE T ESTS QPS requirements Simulator Visual requirements for qualification at the stated level level Entry No.

class I airport or landing area models B C D This table specifies the minimum airport visual model content and functionality to qualify a simulator at the indicated level. This table applies only to the airport scenes required for simulator qualification; i.e., two helicopter landing area models for Level B simulators; four helicopter landing area models for Level C and Level D simulators.

1. .............. Functional test content requirements The following is the minimum airport/landing area model content requirement to satisfy visual capability tests, and provides suitable visual cues to allow completion of all functions and subjective tests described in this attachment for simulators at Level B.

1.a. ........... A minimum of one (1) representative airport and one (1) representative helicopter landing area X model. The airport and the helicopter landing area may be contained within the same model. If but if this option is selected, the approach path to the airport runway(s) and the approach path to the helicopter landing area must be different. The model(s) used to meet the following require- ments may be demonstrated at either a fictional or a real-world airport or helicopter landing area, but each must be acceptable to the sponsor’s TPAA, selectable from the IOS, and listed on the SOQ.

1.b. ........... The fidelity of the visual scene must be sufficient for the aircrew to visually identify the airport and/or X helicopter landing area; determine the position of the simulated helicopter within the visual scene; successfully accomplish take-offs, approaches, and landings; and maneuver around the airport on the ground, or hover taxi, as necessary.

1.c. ........... Runways: 1.c.1. ........ Visible runway number ............................................................................................................................ X 1.c.2. ........ Runway threshold elevations and locations must be modeled to provide sufficient correlation with X helicopter systems (e.g., altimeter).

1.c.3. ........ Runway surface and markings ............................................................................................................... X 1.c.4. ........ Lighting for the runway in use including runway edge and centerline ................................................... X 1.c.5. ........ Lighting, visual approach aid (VASI or PAPI) and approach lighting of appropriate colors .................. X 1.c.6. ........ Representative taxiway lights ................................................................................................................. X 1.d. ........... Other helicopter landing area: 1.d.1. ........ Standard heliport designation (‘‘H’’) marking, properly sized and oriented ............................................ X 1.d.2. ........ Perimeter markings for the Touchdown and Lift-Off Area (TLOF) or the Final Approach and Takeoff X Area (FATO), as appropriate.

1.d.3. ........ Perimeter lighting for the TLOF or the FATO areas, as appropriate ..................................................... X 1.d.4. ........ Appropriate markings and lighting to allow movement from the runway or helicopter landing area to X another part of the landing facility.

2. .............. Functional test content requirements for Level C and Level D simulators

Federal Aviation Administration, DOT Pt. 60, App. C

T ABLE C3B—F UNCTIONS AND S UBJECTIVE T ESTS—Continued QPS requirements Simulator Visual requirements for qualification at the stated level level Entry No.

class I airport or landing area models B C D The following is the minimum airport/landing area model content requirement to satisfy visual capability tests, and provide suitable visual cues to allow completion of all functions and subjective tests described in this attachment for simulators at Level C and Level D. Not all of the elements described in this section must be found in a single airport/landing area scene. However, all of the elements described in this section must be found throughout a com- bination of the four (4) airport/landing area models described in entry 2.a. The representations of the hazards (as described in 2.d.) must be ‘‘hard objects’’ that interact as such if contacted by the simulated helicopter. Additionally, surfaces on which the helicopter lands must be ‘‘hard surfaces.’’ The model(s) used to meet the following require- ments must be demonstrated at either a fictional or a real-world airport or helicopter landing area, and each must be acceptable to the sponsor’s TPAA, selectable from the IOS, and listed on the SOQ.

2.a. ........... There must be at least the following airport/helicopter landing areas.

2.a.1. ........ At least one (1) representative airport .................................................................................................... X X 2.a.2. ........ At least three representative non-airport landing areas, as follows: 2.a.2.a ...... At least one (1) representative helicopter landing area situated on a substantially elevated surface X X with respect to the surrounding structures or terrain (e.g., building top, offshore oil rig).

2.a.2.b. ..... At least one (1) helicopter landing area that meets the definition of a ‘‘confined landing area’’ ........... X X 2.a.2.c. ..... At least one (1) helicopter landing area on a sloped surface where the slope is at least 2 ⁄2 ° ............ X X 2.b. ........... For each of the airport/helicopter landing areas described in 2.a., the simulator must be able to pro- X X vide at least the following: 2.b.1. ........ A night and twilight (dusk) environment. ................................................................................................ X X 2.b.2. ........ A daylight environment ........................................................................................................................... X 2.c. ........... Non-airport helicopter landing areas must have the following: 2.c.1. ........ Representative buildings, structures, and lighting within appropriate distances .................................... X X 2.c.2. ........ Representative moving and static clutter (e.g., other aircraft, power carts, tugs, fuel trucks) ............... X X 2.c.3. ........ Representative depiction of terrain and obstacles as well as significant and identifiable natural and X X cultural features, within 25 NM of the reference landing area.

2.c.4. ........ Standard heliport designation (‘‘H’’) marking, properly sized and oriented ............................................ X X 2.c.5. ........ Perimeter markings for the Touchdown and Lift-Off Area (TLOF) or the Final Approach and Takeoff X X Area (FATO), as appropriate.

2.c.6. ........ Perimeter lighting for the TLOF or the FATO areas, as appropriate ..................................................... X X 2.c.7. ........ Appropriate markings and lighting to allow movement from the area to another part of the landing X X facility, if appropriate.

2.c.8. ........ Representative markings, lighting, and signage, including a windsock that gives appropriate wind X X cues.

2.c.9. ........ Appropriate markings, lighting, and signage necessary for position identification, and to allow move- X X ment from the landing area to another part of the landing facility.

2.c.10. ...... Representative moving and static ground traffic (e.g., vehicular and aircraft), including the ability to X X present surface hazards (e.g., conflicting traffic, vehicular or aircraft, on or approaching the land- ing area).

2.c.11. ...... Portrayal of landing surface contaminants, including lighting reflections when wet and partially ob- X X scured lights when snow is present, or suitable alternative effects.

2.d. ........... All of the following three (3) hazards must be presented in a combination of the three (3) non-airport landing areas (described in entry 2.a.2. of this table) and each of these non-airport landing areas must have at least one of the following hazards: 2.d.1. ........ Other airborne traffic ............................................................................................................................... X X

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

T ABLE C3B—F UNCTIONS AND S UBJECTIVE T ESTS—Continued QPS requirements Simulator Visual requirements for qualification at the stated level level Entry No.

class I airport or landing area models B C D 2.d.2. ........ Buildings, trees, or other vertical obstructions in the immediate landing area ...................................... X X 2.d.3. ........ Suspended wires in the immediate landing area ................................................................................... X X 2.e. ........... Airport applications. Each airport must have the following: 2.e.1. ........ At least one runway designated as ‘‘in-use’’, appropriately marked and capable of being lighted fully X X 2.e.2. ........ Runway threshold elevations and locations must be modeled to provide sufficient correlation with X X X helicopter systems (e.g., HGS, GPS, altimeter). Slopes in runways, taxiways, and ramp areas, if depicted in the visual scene, may not cause distracting or unrealistic effects, including pilot eye- point height variation.

2.e.3. ........ Appropriate approach lighting systems and airfield lighting for a VFR circuit and landing, non-preci- X X sion approaches and landings, and precision approaches and landings, as appropriate..

2.e.4. ........ Representative taxiway lights ................................................................................................................. X 3. .............. Airport or landing area model management The following is the minimum visual scene management requirements 3.a. ........... Runway and helicopter landing area approach lighting must fade into view in accordance with the X X X environmental conditions set in the simulator.

3.b. ........... The direction of strobe lights, approach lights, runway edge lights, visual landing aids, runway cen- X X X terline lights, threshold lights, touchdown zone lights, and TLOF or FATO lights must be replicated.

4. .............. Visual feature recognition.

The following are the minimum distances at which runway features must be visible. Distances are measured from runway threshold or a helicopter landing area to a helicopter aligned with the runway or helicopter landing area on an extended 3 ° glide-slope in simulated meteorological conditions. For circling approaches, all tests apply to the runway used for the initial approach and to the runway of intended landing 4.a. ........... For runways: Runway definition, strobe lights, approach lights, and runway edge lights from 5 sm (8 X X X km) of the runway threshold.

4.b. ........... For runways: Centerline lights and taxiway definition from 3 sm (5 km) ............................................... X X X 4.c. ........... For runways: Visual Approach Aid lights (VASI or PAPI) from 3 sm (5 km) of the threshold ............... X 4.d. ........... For runways: Visual Approach Aid lights (VASI or PAPI) from 5 sm (8 km) of the threshold ............... X X 4.e. ........... For runways: Runway threshold lights and touchdown zone lights from 2 sm (3 km) .......................... X X X 4.f. ............ For runways and helicopter landing areas: Markings within range of landing lights for night/twilight X X X scenes and the surface resolution test on daylight scenes, as required.

4.g. ........... For circling approaches, the runway of intended landing and associated lighting must fade into view X X X in a non-distracting manner.

4.h. ........... For helicopter landing areas: Landing direction lights and raised FATO lights from 1 sm (1.5 km) ..... X X X 4.i. ............ For helicopter landing areas: Flush mounted FATO lights, TOFL lights, and the lighted windsock X from 0.5 sm (750 m).

4.j. ............ Hover taxiway lighting (yellow/blue/yellow cylinders) from TOFL area .................................................. X 5. .............. Airport or helicopter landing area model content

Federal Aviation Administration, DOT Pt. 60, App. C

T ABLE C3B—F UNCTIONS AND S UBJECTIVE T ESTS—Continued QPS requirements Simulator Visual requirements for qualification at the stated level level Entry No.

class I airport or landing area models B C D The following prescribes the minimum requirements for an airport/helicopter landing area model and identifies other aspects of the environment that must correspond with that model for simulators at Level B, Level C, and Level D.

For circling approaches, all tests apply to the runway used for the initial approach and to the runway of intended landing. If all runways or landing areas in a visual model used to meet the requirements of this attachment are not designated as ‘‘in use,’’ then the ‘‘in use’’ runways/landing areas must be listed on the SOQ (e.g., KORD, Rwys 9R, 14L, 22R). Models of airports or helicopter landing areas with more than one runway or landing area must have all significant runways or landing areas not ‘‘in-use’’ visually depicted for airport runway/landing area recogni- tion purposes. The use of white or off-white light strings that identify the runway or landing area for twilight and night scenes are acceptable for this requirement; and rectangular surface depictions are acceptable for daylight scenes. A visual system’s capabilities must be balanced between providing visual models with an accurate rep- resentation of the airport and a realistic representation of the surrounding environment. Each runway or helicopter landing area designated as an ‘‘in-use’’ runway or area must include the following detail that is developed using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material; however, this does not require that such models contain details that are beyond the design ca- pability of the currently qualified visual system. Only one ‘‘primary’’ taxi route from parking to the runway end or helicopter takeoff/landing area will be required for each ‘‘in-use’’ runway or helicopter takeoff/landing area.

5.a. ........... The surface and markings for each ‘‘in-use’’ runway or helicopter landing area must include the following: 5.a.1. ........ For airports: Runway threshold markings, runway numbers, touchdown zone markings, fixed dis- X X X tance markings, runway edge markings, and runway centerline stripes.

5.a.2. ........ For helicopter landing areas: Markings for standard heliport identification (‘‘H’’) and TOFL, FATO, X X X and safety areas.

5.b. ........... The lighting for each ‘‘in-use’’ runway or helicopter landing area must include the following: 5.b.1. ........ For airports: Runway approach, threshold, edge, end, centerline (if applicable), touchdown zone (if X X X applicable), leadoff, and visual landing aid lights or light systems for that runway.

5.b.2. ........ For helicopter landing areas: landing direction, raised and flush FATO, TOFL, windsock lighting ....... X X X 5.c. ........... The taxiway surface and markings associated with each ‘‘in-use’’ runway or helicopter landing area must include the following: 5.c.1. ........ For airports: Taxiway edge, centerline (if appropriate), runway hold lines, and ILS critical area(s) ..... X X X 5.c.2. ........ For helicopter landing areas: taxiways, taxi routes, and aprons ............................................................ X X X 5.d. ........... The taxiway lighting associated with each ‘‘in-use’’ runway or helicopter landing area must include the following: 5.d.1. ........ For airports: Runway edge, centerline (if appropriate), runway hold lines, ILS critical areas ............... X X X 5.d.2. ........ For helicopter landing areas: taxiways, taxi routes, and aprons ............................................................ X X X 5.d.3. ........ For airports: taxiway lighting of correct color .......................................................................................... X 5.e. ........... Airport signage associated with each ‘‘in-use’’ runway or helicopter landing area must include the following: 5.e.1. ........ For airports: Signs for runway distance remaining, intersecting runway with taxiway, and intersecting X X X taxiway with taxiway.

5.e.2. ........ For helicopter landing areas: as appropriate for the model used .......................................................... X X X 5.f. ............ Required visual model correlation with other aspects of the airport or helicopter landing environment simulation: 5.f.1. ......... The airport or helicopter landing area model must be properly aligned with the navigational aids that X X X are associated with operations at the ‘‘in-use’’ runway or helicopter landing area.

5.f.2. ......... The simulation of runway or helicopter landing area contaminants must be correlated with the dis- X X played runway surface and lighting where applicable.

6. .............. Correlation with helicopter and associated equipment The following are the minimum correlation comparisons that must be made for simulators at Level B, Level C, and Level D 6.a. ........... Visual system compatibility with aerodynamic programming ................................................................. X X X

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

T ABLE C3B—F UNCTIONS AND S UBJECTIVE T ESTS—Continued QPS requirements Simulator Visual requirements for qualification at the stated level level Entry No.

class I airport or landing area models B C D 6.b. ........... Visual cues to assess sink rate and depth perception during landings ................................................. X X X 6.c. ........... Accurate portrayal of environment relating to flight simulator attitudes ................................................. X X X 6.d. ........... The visual scene must correlate with integrated helicopter systems (e.g., terrain, traffic and weather X X avoidance systems and Head-up Guidance System (HGS)).

6.e. ........... Representative visual effects for each visible, own-ship, helicopter external light(s)—taxi and landing X X X light lobes (including independent operation, if appropriate).

6.f. ............ The effect of rain removal devices ......................................................................................................... X X 7. .............. Scene quality The following are the minimum scene quality tests that must be conducted for simulators at Level B, Level C, and Level D.

7.a. ........... Surfaces and textural cues must be free from apparent and distracting quantization (aliasing) ........... X X 7.b. ........... System capable of portraying full color realistic textural cues ............................................................... X X 7.c. ........... The system light points must be free from distracting jitter, smearing or streaking .............................. X X X 7.d. ........... Demonstration of occulting through each channel of the system in an operational scene ................... X X X 7.e. ........... Demonstration of a minimum of ten levels of occulting through each channel of the system in an X X operational scene.

7.f. ............ System capable of providing focus effects that simulate rain. ............................................................... X X 7.g. ........... System capable of providing focus effects that simulate light point perspective growth ....................... X X 7.h. ........... Runway light controls capable of six discrete light steps (0–5) ............................................................. X X X 8. .............. Environmental effects.

The following are the minimum environmental effects that must be available in simulators at Level B, Level C, and Level D.

8.a. ........... The displayed scene corresponding to the appropriate surface contaminants and include appropriate X lighting reflections for wet, partially obscured lights for snow, or alternative effects.

8.b. ........... Special weather representations which include: 8.b.1. ........ The sound, motion and visual effects of light, medium and heavy precipitation near a thunderstorm X on take-off, approach, and landings at and below an altitude of 2,000 ft (600 m) above the sur- face and within a radius of 10 sm (16 km) from the airport or helicopter landing area.

8.b.2. ........ One airport or helicopter landing area with a snow scene to include terrain snow and snow-covered X surfaces.

8.c. ........... In-cloud effects such as variable cloud density, speed cues and ambient changes ............................. X X 8.d. ........... The effect of multiple cloud layers representing few, scattered, broken and overcast conditions giv- X X ing partial or complete obstruction of the ground scene.

8.e. ........... Visibility and RVR measured in terms of distance. Visibility/RVR checked at 2,000 ft (600 m) above X X X the airport or helicopter landing area and at two heights below 2,000 ft with at least 500 ft of sep- aration between the measurements. The measurements must be taken within a radius of 10 sm (16 km) from the airport or helicopter landing area.

8.f. ............ Patchy fog giving the effect of variable RVR .......................................................................................... X 8.g. ........... Effects of fog on airport lighting such as halos and defocus ................................................................. X X 8.h. ........... Effect of own-ship lighting in reduced visibility, such as reflected glare, including landing lights, X X strobes, and beacons.

8.i. ............ Wind cues to provide the effect of blowing snow or sand across a dry runway or taxiway selectable X from the instructor station.

Federal Aviation Administration, DOT Pt. 60, App. C

T ABLE C3B—F UNCTIONS AND S UBJECTIVE T ESTS—Continued QPS requirements Simulator Visual requirements for qualification at the stated level level Entry No.

class I airport or landing area models B C D 8.j. ............ ‘‘White-out’’ or ‘‘Brown-out’’ effects due to rotor downwash beginning at a distance above the ground X equal to the rotor diameter.

9. .............. Instructor control of the following: The following are the minimum instructor controls that must be available in Level B, Level C, and Level D simula- tors, as indicated.

9.a. ........... Environmental effects, e.g. cloud base, cloud effects, cloud density, visibility in statute miles/ kilo- X X X meters and RVR in feet/meters.

9.b. ........... Airport or helicopter landing area selection ............................................................................................ X X X 9.c. ........... Airport or helicopter landing area lighting, including variable intensity .................................................. X X X 9.d. ........... Dynamic effects including ground and flight traffic ................................................................................. X X End QPS Requirement Begin Information 10. ............ An example of being able to ‘‘combine two airport models to achieve two ‘‘in-use’’ runways: One runway des- ignated as the ‘‘in-use’’ runway in the first model of the airport, and the second runway designated as the ‘‘in-use’’ runway in the second model of the same airport. For example, the clearance is for the ILS approach to Runway 27, Circle to Land on Runway 18 right. Two airport visual models might be used: the first with Runway 27 des- ignated as the ‘‘in use’’ runway for the approach to runway 27, and the second with Runway 18 Right designated as the ‘‘in use’’ runway. When the pilot breaks off the ILS approach to runway 27, the instructor may change to the second airport visual model in which runway 18 Right is designated as the ‘‘in use’’ runway, and the pilot would make a visual approach and landing. This process is acceptable to the FAA as long as the temporary interruption due to the visual model change is not distracting to the pilot.

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

End Information T ABLE C3C—F UNCTIONS AND S UBJECTIVE T ESTS QPS requirements Simulator Visual scene content additional airport or landing area models beyond minimum required for quali- level Entry No. fication Class II airport or landing area models B C D This table specifies the minimum airport or helicopter landing area visual model content and functionality necessary to add vis- ual models to a simulator’s visual model library (i.e., beyond those necessary for qualification at the stated level) without the necessity of further involvement of the responsible Flight Standards office or TPAA.

1. .............. Airport or landing area model management The following is the minimum visual scene management requirements for simulators at Levels B, C, and D.

1.a. ........... The installation and direction of the following lights must be replicated for the ‘‘in-use’’ surface: 1.a.1. ........ For ‘‘in-use’’ runways: Strobe lights, approach lights, runway edge lights, visual landing aids, runway X X X centerline lights, threshold lights, and touchdown zone lights.

1.a.2. ........ For ‘‘in-use’’ helicopter landing areas: ground level TLOF perimeter lights, elevated TLOF perimeter X X X lights (if applicable), Optional TLOF lights (if applicable), ground FATO perimeter lights, elevated TLOF lights (if applicable), landing direction lights.

2. .............. Visual feature recognition The following are the minimum distances at which runway or landing area features must be visible for simulators at Levels B, C, and D. Distances are measured from runway threshold or a helicopter landing area to an aircraft aligned with the runway or helicopter landing area on a 3 ° glide-slope from the aircraft to the touchdown point, in simulated meteorological conditions. For circling approaches, all tests apply to the runway used for the initial ap- proach and to the runway of intended landing.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

T ABLE C3C—F UNCTIONS AND S UBJECTIVE T ESTS —Continued QPS requirements Simulator Visual scene content additional airport or landing area models beyond minimum required for quali- level Entry No. fication Class II airport or landing area models B C D 2.a. ........... For Runways: 2.a.1. ........ Strobe lights, approach lights, and edge lights from 5 sm (8 km) of the threshold ............................... X X X 2.a.2. ........ Centerline lights and taxiway definition from 3 sm (5 km) ..................................................................... X X X 2.a.3. ........ Visual Approach Aid lights (VASI or PAPI) from 3 sm (5 km) of the threshold ..................................... X 2.a.4. ........ Visual Approach Aid lights (VASI or PAPI) from 5 sm (8 km) of the threshold ..................................... X X 2.a.5. ........ Threshold lights and touchdown zone lights from 2 sm (3 km) ............................................................. X X X 2.a.6. ........ Markings within range of landing lights for night/twilight (dusk) scenes and as required by the sur- X X X face resolution test on daylight scenes.

2.a.7. ........ For circling approaches, the runway of intended landing and associated lighting must fade into view X X X in a non-distracting manner.

2.b. ........... For Helicopter landing areas: 2.b.1. ........ Landing direction lights and raised FATO lights from 1 sm (1.5 km) .................................................... X X X 2.b.2. ........ Flush mounted FATO lights, TOFL lights, and the lighted windsock from 0.5 sm (750 m) .................. X X 2.b.3. ........ Hover taxiway lighting (yellow/blue/yellow cylinders) from TOFL area .................................................. X X 2.b.4. ........ Markings within range of landing lights for night/twilight (dusk) scenes and as required by the sur- X X X face resolution test on daylight scenes.

3. .............. Airport or Helicopter landing area model content The following prescribes the minimum requirements for what must be provided in an airport visual model and iden- tifies other aspects of the airport environment that must correspond with that model for simulators at Level B, C, and D. The detail must be developed using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material; however, this does not require that airport or heli- copter landing area models contain details that are beyond the designed capability of the currently qualified visual system. For circling approaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing. Only one ‘‘primary’’ taxi route from parking to the runway end or helicopter takeoff/landing area will be required for each ‘‘in-use’’ runway or helicopter takeoff/landing area.

3.a. ........... The surface and markings for each ‘‘in-use’’ runway or helicopter landing area must include the following: 3.a.1. ........ For airports: Runway threshold markings, runway numbers, touchdown zone markings, fixed dis- X X X tance markings, runway edge markings, and runway centerline stripes.

3.a.2. ........ For helicopter landing areas: Standard heliport marking (‘‘H’’), TOFL, FATO, and safety areas .......... X X X 3.b. ........... The lighting for each ‘‘in-use’’ runway or helicopter landing area must include the following: 3.b.1. ........ For airports: Runway approach, threshold, edge, end, centerline (if applicable), touchdown zone (if X X X applicable), leadoff, and visual landing aid lights or light systems for that runway.

3.b.2. ........ For helicopter landing areas: Landing direction, raised and flush FATO, TOFL, windsock lighting ...... X X X 3.c. ........... The taxiway surface and markings associated with each ‘‘in-use’’ runway or helicopter landing area must include the following: 3.c.1. ........ For airports: Taxiway edge, centerline (if appropriate), runway hold lines, and ILS critical area(s) ..... X X X 3.c.2. ........ For helicopter landing areas: Taxiways, taxi routes, and aprons ........................................................... X X X 3.d. ........... The taxiway lighting associated with each ‘‘in-use’’ runway or helicopter landing area must include the following: 3.d.1. ........ For airports: Runway edge, centerline (if appropriate), runway hold lines, ILS critical areas ............... X X X 3.d.2. ........ For helicopter landing areas: Taxiways, taxi routes, and aprons ........................................................... X X X 3.d.3. ........ For airports: Taxiway lighting of correct color ........................................................................................ X 4. .............. Required visual model correlation with other aspects of the airport environment simulation

Federal Aviation Administration, DOT Pt. 60, App. C

T ABLE C3C—F UNCTIONS AND S UBJECTIVE T ESTS —Continued QPS requirements Simulator Visual scene content additional airport or landing area models beyond minimum required for quali- level Entry No. fication Class II airport or landing area models B C D The following are the minimum visual model correlation tests that must be conducted for Level B, Level C, and Level D simulators, as indicated.

4.a. ........... The airport model must be properly aligned with the navigational aids that are associated with oper- X X X ations at the ‘‘in-use’’ runway.

4.b. ........... Slopes in runways, taxiways, and ramp areas, if depicted in the visual scene, must not cause dis- X X X tracting or unrealistic effects.

5. .............. Correlation with helicopter and associated equipment The following are the minimum correlation comparisons that must be made for simulators at Level B, C, and D.

5.a. ........... Visual system compatibility with aerodynamic programming ................................................................. X X X 5.b. ........... Accurate portrayal of environment relating to flight simulator attitudes ................................................. X X X 5.c. ........... Visual cues to assess sink rate and depth perception during landings ................................................. X X X 6. .............. Scene quality The following are the minimum scene quality tests that must be conducted for simulators at Level B, C, and D.

6.a. ........... Light points free from distracting jitter, smearing or streaking ............................................................... X X X 6.b. ........... Surfaces and textural cues free from apparent and distracting quantization (aliasing) ......................... X X 6.c. ........... Correct color and realistic textural cues ................................................................................................. X 7. .............. Instructor controls of the following: The following are the minimum instructor controls that must be available in Level B, Level C, and Level D simula- tors, as indicated.

7.a. ........... Environmental effects, e.g., cloud base (if used), cloud effects, cloud density, visibility in statute X X X miles/kilometers and RVR in feet/meters.

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

End Information T ABLE C3D—F UNCTIONS AND S UBJECTIVE T ESTS QPS requirements Information Simulator level Motion system (and special Entry No. Notes aerodynamic model) effects B C D This table specifies motion effects that are required to indicate the threshold at which a flight crewmember must be able to rec- ognize an event or situation. Where applicable, flight simulator pitch, side loading and directional control characteristics must be representative of the helicopter.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

T ABLE C3D—F UNCTIONS AND S UBJECTIVE T ESTS —Continued QPS requirements Information Simulator level Motion system (and special Entry No. Notes aerodynamic model) effects B C D 1 ............... Runway rumble, oleo deflection, ground X X X If time permits, different gross weights can speed, uneven runway, runway and taxi- also be selected as this may also affect the way centerline light characteristics: associated vibrations depending on heli- Procedure: After the helicopter has been pre- copter type. The associated motion effects set to the takeoff position and then released, for the above tests should also include an taxi at various speeds with a smooth runway assessment of the effects of rolling over and note the general characteristics of the centerline lights, surface discontinuities of simulated runway rumble effects of oleo de- uneven runways, and various taxiway char- flections. Repeat the maneuver with a run- acteristics.

way roughness of 50%, then with maximum roughness. Note the associated motion vi- brations affected by ground speed and run- way roughness 2 ............... Friction Drag from Skid-type Landing Gear: X X Procedure: Perform a running takeoff or a run- ning landing and note an increase in a fuse- lage vibration (as opposed to rotor vibration) due to the friction of dragging the skid along the surface. This vibration will lessen as the ground speed decreases 3. .............. Rotor Out-of-Track and/or Out-of-Balance X X X Does not require becoming airborne. The ab- condition: normal vibration for Out-of-Track and Out-of- Procedure: Select the malfunction or condition Balance conditions should be recognized in from the IOS. Start the engine(s) normally the frequency range of the inverse of the and check for an abnormal vibration for an period for each; i.e., 1/P for vertical vibra- Out-of-Track condition and check for an ab- tion, and 1/P for lateral vibration.

normal vibration for an Out-of-Balance con- dition 4. .............. Bumps associated with the landing gear: X X X When the landing gear is extended or re- Procedure: Perform a normal take-off paying tracted, motion bumps can be felt when the special attention to the bumps that could be gear locks into position.

perceptible due to maximum oleo extension after lift-off 5. .............. Buffet during extension and retraction of X X X landing gear: Procedure: Operate the landing gear. Check that the motion cues of the buffet experi- enced represent the actual helicopter 6. .............. Failure of Dynamic Vibration Absorber or X X X similar system as appropriate for the hel- icopter (e.g., droop stop or static stop): Procedure: May be accomplished any time the rotor is engaged. Select the appropriate fail- ure at the IOS, note an appropriate increase in vibration and check that the vibration in- tensity and frequency increases with an in- crease in RPM and an increase in collective application 7. .............. Tail Rotor Drive Failure: X X X The tail rotor operates in the medium fre- Procedure: With the engine(s) running and the quency range, normally estimated by multi- rotor engaged—select the malfunction and plying the tail rotor gear box ratio by the note the immediate increase of medium fre- main rotor RPM. The failure can be recog- quency vibration nized by an increase in the vibrations in this frequency range.

8. .............. Touchdown cues for main and nose gear: X X X Procedure: Conduct several normal ap- proaches with various rates of descent.

Check that the motion cues for the touch- down bumps for each descent rate are rep- resentative of the actual helicopter

Federal Aviation Administration, DOT Pt. 60, App. C

T ABLE C3D—F UNCTIONS AND S UBJECTIVE T ESTS —Continued QPS requirements Information Simulator level Motion system (and special Entry No. Notes aerodynamic model) effects B C D 9. .............. Tire failure dynamics: X X The pilot may notice some yawing with a mul- Procedure: Simulate a single tire failure and a tiple tire failure selected on the same side.

multiple tire failure This should require the use of the pedal to maintain control of the helicopter. Depend- ent on helicopter type, a single tire failure may not be noticed by the pilot and may not cause any special motion effect. Sound or vibration may be associated with the actual tire losing pressure.

10. ............ Engine malfunction and engine damage: X X X Procedure: The characteristics of an engine malfunction as prescribed in the malfunction definition document for the particular flight simulator must describe the special motion effects felt by the pilot. Note the associated engine instruments varying according to the nature of the malfunction and note the rep- lication of the effects of the airframe vibra- tion 11. ............ Tail boom strikes: X X X The motion effect should be felt as a notice- Procedure: Tail-strikes can be checked by able nose down pitching moment.

over-rotation of the helicopter at a quick stop or autorotation to the ground 12. ............ Vortex Ring State (Settling with Power): X X When the aircraft begins to shudder, the appli- Procedure: Specific procedures may differ be- cation of additional up collective increases tween helicopters and may be prescribed by the vibration and sink rate. One recovery the Helicopter Manufacturer or other subject method is to decrease collective to enter matter expert. However, the following infor- vertical autorotation and/or use cyclic inputs mation is provided for illustrative purposes to gain horizontal airspeed and exit from * * * To enter the maneuver, reduce power vortex ring state.

below hover power. Hold altitude with aft cy- clic until the airspeed approaches 20 knots.

Then allow the sink rate to increase to 300 feet per minute or more as the attitude is adjusted to obtain an airspeed of less than 10 knots 13. ............ Retreating Blade Stall: X X Correct recovery from retreating blade stall re- Procedure: Specific procedures may differ be- quires the collective to be lowered first, tween helicopters and may be prescribed by which reduces blade angles and the angle the Helicopter Manufacturer or other subject of attack. Aft cyclic can then be used to matter expert. However, the following infor- slow the helicopter.

mation is provided for illustrative purposes: To enter the maneuver, increase forward airspeed; the effect will be recognized through the development of a low frequency vibration, pitching up of the nose, and a roll in the direction of the retreating blade. High weight, low rotor RPM, high density altitude, turbulence or steep, abrupt turns are all con- ducive to retreating blade stall at high for- ward airspeeds

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

T ABLE C3D—F UNCTIONS AND S UBJECTIVE T ESTS —Continued QPS requirements Information Simulator level Motion system (and special Entry No. Notes aerodynamic model) effects B C D 14. ............ Translational Lift Effects: X X X Procedure: From a stabilized in-ground-effect (IGE) Hover begin a forward acceleration.

When passing through the effective translational lift range, the noticeable effect will be a possible nose pitch-up in some hel- icopters, an increase in the rate of climb, and a temporary increase in vibration level (in some cases this vibration may be pro- nounced). This effect is experienced again upon deceleration through the appropriate speed range. During deceleration, the pitch and rate of climb will have the reverse ef- fect, but there will be a similar, temporary in- crease in vibration level T ABLE C3E—F UNCTIONS AND S UBJECTIVE T ESTS QPS Requirements Simulator level Entry num- Sound system ber B C D The following checks are performed during a normal flight profile, motion system ON.

1. .............. Precipitation. ...................................................................................................................................... X X 2. .............. Rain removal equipment. .................................................................................................................. X X 3. .............. Helicopter noises used by the pilot for normal helicopter operation. ............................................... X X 4. .............. Abnormal operations for which there are associated sound cues, including engine malfunctions, X X landing gear or tire malfunctions, tail boom.

5. .............. Sound of a crash when the flight simulator is landed in excess of limitations ................................ X X T ABLE C3F—F UNCTIONS AND S UBJECTIVE T ESTS QPS Requirements Simulator level Entry num- Special effects ber B C D This table specifies the minimum special effects necessary for the specified simulator level.

1. .............. Braking Dynamics: .......................................................................................................................... X X Representations of the dynamics of brake failure (flight simulator pitch, side-loading, and direc- tional control characteristics representative of the helicopter), including antiskid and decreased brake efficiency due to high brake temperatures (based on helicopter related data), sufficient to enable pilot identification of the problem and implementation of appropriate procedures.

2. .............. Effects of Airframe and Engine Icing: Required only for those helicopters authorized for X X operations in known icing conditions .

Procedure: With the simulator airborne, in a clean configuration, nominal altitude and cruise air- speed, autopilot on and auto-throttles off, engine and airfoil anti-ice/de-ice systems deacti- vated; activate icing conditions at a rate that allows monitoring of simulator and systems re- sponse.

Icing recognition will include an increase in gross weight, airspeed decay, change in simulator pitch attitude, change in engine performance indications (other than due to airspeed changes), and change in data from pitot/static system, or rotor out-of-track/balance. Activate heating, anti-ice, or de-ice systems independently. Recognition will include proper effects of these sys- tems, eventually returning the simulated helicopter to normal flight.

Federal Aviation Administration, DOT Pt. 60, App. C

T ABLE C3G—F UNCTIONS AND S UBJECTIVE T ESTS QPS Requirements Simulator level Entry num- Instructor Operating Station (IOS) ber B C D Functions in this table are subject to evaluation only if appropriate for the helicopter or the system is installed on the specific simulator.

1. .............. Simulator Power Switch(es) ........................................................................................................... X X X 2. .............. Helicopter conditions.

2.a. ........... Gross weight, center of gravity, fuel loading and allocation ............................................................. X X X 2.b. ........... Helicopter systems status ................................................................................................................. X X X 2.c. ........... Ground crew functions ...................................................................................................................... X X X 3. .............. Airports/Heliports.

3.a. ........... Number and selection ....................................................................................................................... X X X 3.b. ........... Runway or landing area selection .................................................................................................... X X X 3.c. ........... Landing surface conditions (rough, smooth, icy, wet, dry, snow) .................................................... X X X 3.d. ........... Preset positions ................................................................................................................................. X X X 3.e. ........... Lighting controls ................................................................................................................................ X X X 4. .............. Environmental controls.

4.a ............ Visibility (statute miles/kilometers) .................................................................................................... X X X 4.b. ........... Runway visual range (in feet/meters) ............................................................................................... X X X 4.c. ........... Temperature ...................................................................................................................................... X X X 4.d. ........... Climate conditions ............................................................................................................................. X X X 4.e. ........... Wind speed and direction ................................................................................................................. X X X 5. .............. Helicopter system malfunctions (Insertion/deletion). .................................................................... X X X 6. .............. Locks, Freezes, and Repositioning.

6.a. ........... Problem (all) freeze/release .............................................................................................................. X X X 6.b. ........... Position (geographic) freeze/release ................................................................................................ X X X 6.c. ........... Repositioning (locations, freezes, and releases) .............................................................................. X X X 6.d. ........... Ground speed control ....................................................................................................................... X X X 7. .............. Remote IOS. ..................................................................................................................................... X X X 8. .............. Sound Controls. On/off/adjustment ................................................................................................. X X X 9. .............. Motion/Control Loading System.

9.a. ........... On/off/emergency stop ...................................................................................................................... X X X 10. ............ Observer Seats/Stations. Position/Adjustment/Positive restraint system ...................................... X X X

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

A TTACHMENT 4 TO A PPENDIX C TO P ART 60— Figure C4E Sample Statement of Qualifica- tion—Certificate SAMPLE DOCUMENTS Figure C4F Sample Statement of Qualifica- T ABLE OF C ONTENTS tion—Configuration List Figure C4G Sample Statement of Qualifica- Title of Sample tion—List of Qualified Tasks Figure C4H [Reserved] Figure C4A Sample Letter, Request for Ini- Figure C4I Sample MQTG Index of Effective tial, Upgrade, or Reinstatement Evalua- FFS Directives tion.

Figure C4B Attachment: FFS Information ATTACHMENT 4 TO A PPENDIX C TO P ART 60— Form F IGURE C4A—S AMPLE L ETTER , R EQUEST FOR Figure A4C Sample Letter of Compliance I NITIAL , U PGRADE , OR R EINSTATEMENT EVALUATION Figure C4D Sample Qualification Test Guide Cover Page INFORMATION

Federal Aviation Administration, DOT Pt. 60, App. C

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

Federal Aviation Administration, DOT Pt. 60, App. C

A TTACHMENT 4 TO A PPENDIX C TO P ART 60— F IGURE C4C—S AMPLE L ETTER OF C OMPLIANCE I NFORMATION

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

A TTACHMENT 4 TO A PPENDIX C TO P ART 60— F IGURE C4D—S AMPLE Q UALIFICATION T EST G UIDE C OVER P AGE I NFORMATION

Federal Aviation Administration, DOT Pt. 60, App. C

A TTACHMENT 4 TO A PPENDIX C TO P ART 60— F IGURE C4E—S AMPLE S TATEMENT OF Q UALI - FICATION —C ERTIFICATE I NFORMATION

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

Federal Aviation Administration, DOT Pt. 60, App. C

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

Federal Aviation Administration, DOT Pt. 60, App. C

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. C

A TTACHMENT 4 TO A PPENDIX C TO P ART 60—F IGURE C4H [R ESERVED ]

Federal Aviation Administration, DOT Pt. 60, App. C

A TTACHMENT 5 TO A PPENDIX C TO P ART 60— tion of the certificate holder whose employ- FSTD DIRECTIVES APPLICABLE TO ees are using the FFS, but the method used HELICOPTER FFS S must be available for review by the TPAA for that certificate holder.

F LIGHT S IMULATION T RAINING D EVICE (FSTD) Dates: FSTD Directive 1 becomes effective IRECTIVE D on May 30, 2008.

FSTD Directive 1. Applicable to all FFSs, S PECIFIC R EQUIREMENTS : regardless of the original qualification basis and qualification date (original or upgrade), 1. Part 60 requires that each FSTD be: having Class II or Class III airport models a. Sponsored by a person holding or apply- available. ing for an FAA operating certificate under Agency: Federal Aviation Administration Part 119, Part 141, or Part 142, or holding or (FAA), DOT applying for an FAA-approved training pro- Action: This is a retroactive requirement to gram under Part 63, Appendix C, for flight have all Class II or Class III airport models engineers, and meet current requirements. b. Evaluated and issued an SOQ for a spe- llllllllllllllllllllllll cific FSTD level.

Summary: Notwithstanding the authoriza- 2. FFSs also require the installation of a tion listed in paragraph 13b in Appendices A visual system that is capable of providing an and C of this part, this FSTD Directive re- out-of-the-flight-deck view of airport mod- quires each certificate holder to ensure that els. However, historically these airport mod- by May 30, 2009, except for the airport els were not routinely evaluated or required model(s) used to qualify the simulator at the to meet any standardized criteria. This has designated level, each airport model used by led to qualified simulators containing air- the certificate holder’s instructors or eval- port models being used to meet FAA-ap- uators for training, checking, or testing proved training, testing, or checking require- under this chapter in an FFS, meets the defi- ments with potentially incorrect or inappro- nition of a Class II or Class III airport model priate visual references.

as defined in 14CFR part 60. The completion 3. To prevent this from occurring in the fu- of this requirement will not require a report, ture, by May 30, 2009, except for the airport and the method used for keeping instructors model(s) used to qualify the simulator at the and evaluators apprised of the airport mod- designated level, each certificate holder els that meet Class II or Class III require- must assure that each airport model used for ments on any given simulator is at the op- training, testing, or checking under this

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

chapter in a qualified FFS meets the defini- through D of this part for a sample MQTG tion of a Class II or Class III airport model Index of Effective FSTD Directives chart.

as defined in Appendix F of this part.

[Docket FAA–2002–12461, 73 FR 26490, May 9, 4. These references describe the require- 2008, as amended by Docket FAA–2018–0119, ments for visual scene management and the Amdt. 60–5, 83 FR 9170, Mar. 5, 2018; Amdt. 60– minimum distances from which runway or 6, 83 FR 30275, June 27, 2018; Docket FAA– landing area features must be visible for all 2022–1355, Amdt. 60–7, 87 FR 75822, Dec. 9, levels of simulator. The visual scene or air- 2022] port model must provide, for each ‘‘in-use E DITORIAL N OTE : At 87 FR 75822, Dec. 9, runway’’ or ‘‘in-use landing area,’’ runway or 2022, appendix C to part 60 was amended in landing area surface and markings, runway part in the introductory ‘‘Begin Informa- or landing area lighting, taxiway surface and tion’’ text, by removing ‘‘NSPM’’ and adding markings, and taxiway lighting. Additional in its place ‘‘Flight Standards Service’’ in requirements include correlation of the vis- the first sentence; however, this amendment ual scenes or airport models with other as- could not be incorporated due to inaccurate pects of the airport environment, correlation amendatory instruction.

of the aircraft and associated equipment, scene quality assessment features, and the A PPENDIX D TO P ART 60—Q UALIFICATION extent to which the instructor is able to ex- P ERFORMANCE STANDARDS FOR H EL- ercise control of these scenes or models.

ICOPTER F LIGHT T RAINING D EVICES 5. For circling approaches, all require- llllllllllllllllllllllll ments of this section apply to the runway used for the initial approach and to the run- B EGIN INFORMATION way of intended landing.

This appendix establishes the standards for 6. The details in these scenes or models Helicopter Flight Training Device (FTD) must be developed using airport pictures, evaluation and qualification at Level 4, construction drawings and maps, or other Level 5, Level 6, or Level 7. The Flight similar data, or be developed in accordance Standards Service is responsible for the de- with published regulatory material. How- velopment, application, and implementation ever, FSTD Directive 1 does not require that of the standards contained within this ap- airport models contain details that are be- pendix. The procedures and criteria specified yond the initially designed capability of the in this appendix will be used by the respon- visual system, as currently qualified. The sible Flight Standards office when con- recognized limitations to visual systems are ducting helicopter FTD evaluations.

as follows: T ABLE OF C ONTENTS a. Visual systems not required to have run- way numbers as a part of the specific runway 1. Introduction.

marking requirements are: 2. Applicability (§§ 60.1, 60.2).

(1) Link NVS and DNVS.

3. Definitions (§ 60.3).

(2) Novoview 2500 and 6000.

4. Qualification Performance Standards (3) FlightSafety VITAL series up to, and (§ 60.4).

including, VITAL III, but not beyond. 5. Quality Management System (§ 60.5).

6. Sponsor Qualification Requirements (4) Redifusion SP1, SP1T, and SP2.

(§ 60.7).

b. Visual systems required to display run- 7. Additional Responsibilities of the Spon- way numbers only for LOFT scenes are: sor (§ 60.9).

(1) FlightSafety VITAL IV.

8. FTD Use (§ 60.11).

(2) Redifusion SP3 and SP3T.

9. FTD Objective Data Requirements (3) Link-Miles Image II.

(§ 60.13).

c. Visual systems not required to have ac- 10. Special Equipment and Personnel Re- curate taxiway edge lighting are: quirements for Qualification of the FTD (1) Redifusion SP1.

(§ 60.14).

(2) FlightSafety Vital IV.

11. Initial (and Upgrade) Qualification Re- (3) Link-Miles Image II and Image IIT quirements (§ 60.15).

12. Additional Qualifications for Currently (4) XKD displays (even though the XKD Qualified FTDs (§ 60.16).

image generator is capable of generating 13. Previously Qualified FTDs (§ 60.17).

blue colored lights, the display cannot ac- 14. Inspection, Continuing Qualification commodate that color).

Evaluation, and Maintenance Requirements 7. A copy of this Directive must be filed in (§ 60.19).

the MQTG in the designated FSTD Directive 15. Logging FTD Discrepancies (§ 60.20).

Section, and its inclusion must be annotated 16. Interim Qualification of FTDs for New on the Index of Effective FSTD Directives Helicopter Types or Models (§ 60.21).

chart. See Attachment 4, Appendices A 17. Modifications to FTDs (§ 60.23).

Federal Aviation Administration, DOT Pt. 60, App. D

18. Operations with Missing, Malfunc- (7) 14 CFR part 135.

tioning, or Inoperative Components (§ 60.25). (8) 14 CFR part 141.

19. Automatic Loss of Qualification and (9) 14 CFR part 142.

Procedures for Restoration of Qualification (10) AC 120–28, as amended, Criteria for Ap- (§ 60.27).

proval of Category III Landing Weather 20. Other Losses of Qualification and Pro- Minima.

cedures for Restoration of Qualification (11) AC 120–29, as amended, Criteria for Ap- (§ 60.29).

proving Category I and Category II Landing 21. Recordkeeping and Reporting (§ 60.31).

Minima for part 121 operators.

22. Applications, Logbooks, Reports, and (12) AC 120–35, as amended, Flightcrew Records: Fraud, Falsification, or Incorrect Member Line Operational Simulations: Line- Statements (§ 60.33).

Oriented Flight Training, Special Purpose 23. [Reserved] Operational Training, Line Operational 24. Levels of FTD.

Evaluation.

25. FTD Qualification on the Basis of a Bi- (13) AC 120–41, as amended, Criteria for lateral Aviation Safety Agreement (BASA) Operational Approval of Airborne Wind (§ 60.37).

Shear Alerting and Flight Guidance Sys- Attachment 1 to Appendix D to Part 60— tems.

General FTD Requirements.

(14) AC 120–57, as amended, Surface Move- Attachment 2 to Appendix D to Part 60— ment Guidance and Control System Flight Training Device (FTD) Objective (SMGCS).

Tests.

(15) AC 120–63, as amended, Helicopter Sim- Attachment 3 to Appendix D to Part 60— ulator Qualification.

Flight Training Device (FTD) Subjective (16) AC 150/5300–13, as amended, Airport De- Evaluation.

sign.

Attachment 4 to Appendix D to Part 60— (17) AC 150/5340–1, as amended, Standards Sample Documents.

for Airport Markings.

(18) AC 150/5340–4, as amended, Installation E ND INFORMATION Details for Runway Centerline Touchdown llllllllllllllllllllllll Zone Lighting Systems.

(19) AC 150/5390–2, as amended, Heliport De- 1. I NTRODUCTION sign.

llllllllllllllllllllllll (20) AC 150/5340–19, as amended, Taxiway Centerline Lighting System.

B EGIN INFORMATION (21) AC 150/5340–24, as amended, Runway and Taxiway Edge Lighting System.

a. This appendix contains background in- (22) AC 150/5345–28, as amended, Precision formation as well as regulatory and inform- Approach Path Indicator (PAPI) Systems.

ative material as described later in this sec- (23) International Air Transport Associa- tion. To assist the reader in determining tion document, ‘‘Flight Simulator Design what areas are required and what areas are and Performance Data Requirements,’’ as permissive, the text in this appendix is di- amended.

vided into two sections: ‘‘QPS Require- (24) AC 29–2, as amended, Flight Test Guide ments’’ and ‘‘Information.’’ The QPS Re- for Certification of Transport Category quirements sections contain details regard- Rotorcraft.

ing compliance with the part 60 rule lan- (25) AC 27–1, as amended, Flight Test Guide guage. These details are regulatory, but are for Certification of Normal Category Rotor- found only in this appendix. The Information craft.

sections contain material that is advisory in (26) International Civil Aviation Organiza- nature, and designed to give the user general tion (ICAO) Manual of Criteria for the Quali- information about the regulation.

fication of Flight Simulators, as amended.

b. [Reserved] (27) Airplane Flight Simulator Evaluation c. The responsible Flight Standards office Handbook, Volume I, as amended and Vol- encourages the use of electronic media for ume II, as amended, The Royal Aeronautical all communication, including any record, re- Society, London, UK.

port, request, test, or statement required by (28) FAA Airman Certification Standards this appendix. The electronic media used and Practical Test Standards for Airline must have adequate security provisions and Transport Pilot, Type Ratings, Commercial be acceptable to the responsible Flight Pilot, and Instrument Ratings.

Standards office.

(29) The FAA Aeronautical Information d. Related Reading References.

Manual (AIM). An electronic version of the (1) 14 CFR part 60.

(2) 14 CFR part 61. AIM is on the Internet at http://www.faa.gov/ (3) 14 CFR part 63. atpubs.

(4) 14 CFR part 119. (30) Aeronautical Radio, Inc. (ARINC) doc- (5) 14 CFR part 121. ument number 436, Guidelines For Electronic (6) 14 CFR part 125. Qualification Test Guide (as amended).

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

(31) Aeronautical Radio, Inc. (ARINC) doc- copter simulated during the 12-month period ument 610, Guidance for Design and Integra- described. The identification of the specific tion of Aircraft Avionics Equipment in Simula- FTD may change from one 12-month period tors (as amended). to the next 12-month period as long as that sponsor sponsors and uses at least one FTD ND INFORMATION E at least once during the prescribed period.

There is no minimum number of hours or llllllllllllllllllllllll minimum FTD periods required.

2. A PPLICABILITY (§ 60.1 AND 60.2) b. The following examples describe accept- able operational practices: llllllllllllllllllllllll (1) Example One.

(a) A sponsor is sponsoring a single, spe- B EGIN INFORMATION cific FTD for its own use, in its own facility No additional regulatory or informational or elsewhere—this single FTD forms the material applies to § 60.1, Applicability, or to basis for the sponsorship. The sponsor uses § 60.2, Applicability of sponsor rules to person that FTD at least once in each 12-month pe- who are not sponsors and who are engaged in riod in that sponsor’s FAA-approved flight certain unauthorized activities.

training program for the helicopter simu- lated. This 12-month period is established ac- E ND INFORMATION cording to the following schedule: llllllllllllllllllllllll (i) If the FTD was qualified prior to May 30, 2008, the 12-month period begins on the 3. D EFINITIONS (§ 60.3) date of the first continuing qualification evaluation conducted in accordance with llllllllllllllllllllllll § 60.19 after May 30, 2008, and continues for B EGIN INFORMATION each subsequent 12-month period; (ii) A device qualified on or after May 30, See Appendix F of this part for a list of 2008, will be required to undergo an initial or definitions and abbreviations from part 1, upgrade evaluation in accordance with part 60, and the QPS appendices of part 60.

§ 60.15. Once the initial or upgrade evaluation is complete, the first continuing qualifica- ND INFORMATION E tion evaluation will be conducted within 6 llllllllllllllllllllllll months. The 12 month continuing qualifica- tion evaluation cycle begins on that date and 4. Q UALIFICATION P ERFORMANCE S TANDARDS continues for each subsequent 12-month pe- (§ 60.4) riod.

(b) There is no minimum number of hours B EGIN INFORMATION of FTD use required.

No additional regulatory or informational (c) The identification of the specific FTD material applies to § 60.4, Qualification Per- may change from one 12-month period to the formance Standards.

next 12-month period as long as that sponsor sponsors and uses at least one FTD at least E ND INFORMATION once during the prescribed period.

llllllllllllllllllllllll (2) Example Two.

(a) A sponsor sponsors an additional num- 5. Q UALITY M ANAGEMENT S YSTEM (§ 60.5) ber of FTDs, in its facility or elsewhere.

Each additionally sponsored FTD must be— llllllllllllllllllllllll (i) Used by the sponsor in the sponsor’s B EGIN INFORMATION FAA-approved flight training program for the helicopter simulated (as described in Additional regulatory material and infor- § 60.7(d)(1)); or mational material regarding Quality Man- (ii) Used by another FAA certificate holder agement Systems for FTDs may be found in in that other certificate holder’s FAA-ap- Appendix E of this part.

proved flight training program for the heli- copter simulated (as described in § 60.7(d)(1)).

E ND INFORMATION This 12-month period is established in the llllllllllllllllllllllll same manner as in example one; or (iii) Provided a statement each year from a 6. S PONSOR Q UALIFICATION R EQUIREMENTS qualified pilot, (after having flown the heli- (§ 60.7) copter not the subject FTD or another FTD, llllllllllllllllllllllll during the preceding 12-month period) stat- ing that the subject FTD’s performance and B EGIN INFORMATION handling qualities represent the helicopter a. The intent of the language in § 60.7(b) is (as described in § 60.7(d)(2)). This statement is to have a specific FTD, identified by the provided at least once in each 12-month pe- sponsor, used at least once in an FAA-ap- riod established in the same manner as in ex- proved flight training program for the heli- ample one.

Federal Aviation Administration, DOT Pt. 60, App. D

(b) There is no minimum number of hours 9. FTD O BJECTIVE D ATA R EQUIREMENTS of FTD use required. (§ 60.13) (3) Example Three.

llllllllllllllllllllllll (a) A sponsor in New York (in this exam- ple, a Part 142 certificate holder) establishes B EGIN QPS R EQUIREMENTS ‘‘satellite’’ training centers in Chicago and a. Flight test data used to validate FTD Moscow.

performance and handling qualities must (b) The satellite function means that the have been gathered in accordance with a Chicago and Moscow centers must operate flight test program containing the following: under the New York center’s certificate (in (1) A flight test plan consisting of: accordance with all of the New York center’s (a) The maneuvers and procedures required practices, procedures, and policies; e.g., in- for aircraft certification and simulation pro- structor and/or technician training/checking gramming and validation.

requirements, record keeping, QMS pro- (b) For each maneuver or procedure— gram).

(i) The procedures and control input the (c) All of the FTDs in the Chicago and Mos- flight test pilot and/or engineer used.

cow centers could be dry-leased (i.e., the cer- (ii) The atmospheric and environmental tificate holder does not have and use FAA- conditions.

approved flight training programs for the (iii) The initial flight conditions.

FTDs in the Chicago and Moscow centers) (iv) The helicopter configuration, includ- because— ing weight and center of gravity.

(i) Each FTD in the Chicago center and (v) The data to be gathered.

each FTD in the Moscow center is used at (vi) All other information necessary to least once each 12-month period by another recreate the flight test conditions in the FAA certificate holder in that other certifi- FTD.

cate holder’s FAA-approved flight training (2) Appropriately qualified flight test per- program for the helicopter (as described in sonnel.

§ 60.7(d)(1)); or (3) Appropriate and sufficient data acquisi- (ii) A statement is obtained from a quali- tion equipment or system(s), including ap- fied pilot (having flown the helicopter, not propriate data reduction and analysis meth- the subject FTD or another FTD during the ods and techniques, acceptable to the FAA’s preceding 12-month period) stating that the Aircraft Certification Service.

performance and handling qualities of each b. The data, regardless of source, must be FTD in the Chicago and Moscow centers rep- presented: resents the helicopter (as described in (1) In a format that supports the FTD vali- § 60.7(d)(2)). dation process; (2) In a manner that is clearly readable and E ND INFORMATION annotated correctly and completely; (3) With resolution sufficient to determine llllllllllllllllllllllll compliance with the tolerances set forth in Attachment 2, Table D2A Appendix D; 7. A DDITIONAL R ESPONSIBILITIES OF THE (4) With any necessary guidance informa- S PONSOR (§ 60.9) tion provided; and llllllllllllllllllllllll (5) Without alteration, adjustments, or bias. Data may be corrected to address B EGIN INFORMATION known data calibration errors provided that an explanation of the methods used to cor- The phrase ‘‘as soon as practicable’’ in rect the errors appears in the QTG. The cor- § 60.9(a) means without unnecessarily dis- rected data may be re-scaled, digitized, or rupting or delaying beyond a reasonable otherwise manipulated to fit the desired time the training, evaluation, or experience presentation being conducted in the FTD.

c. After completion of any additional flight test, a flight test report must be submitted E ND INFORMATION in support of the validation data. The report llllllllllllllllllllllll must contain sufficient data and rationale to support qualification of the FTD at the level 8. FTD U SE (§ 60.11).

requested.

d. As required by § 60.13(f), the sponsor llllllllllllllllllllllll must notify the responsible Flight Standards B EGIN INFORMATION office when it becomes aware that an addi- tion to or a revision of the flight related No additional regulatory or informational data or helicopter systems related data is material applies to § 60.11, FTD Use.

available if this data is used to program and operate a qualified FTD. The data referred to E ND INFORMATION in this sub-section is data used to validate llllllllllllllllllllllll the performance, handling qualities, or other

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

characteristics of the aircraft, including h. There is no requirement for any flight data related to any relevant changes occur- test data supplier to submit a flight test ring after the type certification is issued. plan or program prior to gathering flight The sponsor must— test data. However, the responsible Flight Standards office notes that inexperienced (1) Within 10 calendar days, notify the re- data gatherers often provide data that is ir- sponsible Flight Standards office of the ex- relevant, improperly marked, or lacking ade- istence of this data; and quate justification for selection. Other prob- (a) Within 45 calendar days, notify the re- lems include inadequate information regard- sponsible Flight Standards office of— ing initial conditions or test maneuvers. The (b) The schedule to incorporate this data responsible Flight Standards office has been into the FTD; or forced to refuse these data submissions as (c) The reason for not incorporating this validation data for an FTD evaluation. For data into the FTD.

this reason the responsible Flight Standards e. In those cases where the objective test office recommends that any data supplier results authorize a ‘‘snapshot test’’ or a ‘‘se- not previously experienced in this area re- ries of snapshot tests’’ results in lieu of a view the data necessary for programming time-history result, the sponsor or other and for validating the performance of the data provider must ensure that a steady FTD and discuss the flight test plan antici- state condition exists at the instant of time pated for acquiring such data with the re- captured by the ‘‘snapshot.’’ The steady sponsible Flight Standards office well in ad- state condition must exist from 4 seconds vance of commencing the flight tests.

prior to, through 1 second following, the in- i. The responsible Flight Standards office stant of time captured by the snap shot.

will consider, on a case-by-case basis, wheth- er to approve supplemental validation data E ND QPS R EQUIREMENTS derived from flight data recording systems llllllllllllllllllllllll such as a Quick Access Recorder or Flight Data Recorder.

B EGIN INFORMATION E ND I NFORMATION f. The FTD sponsor is encouraged to main- tain a liaison with the manufacturer of the llllllllllllllllllllllll aircraft being simulated (or with the holder 10. S PECIAL E QUIPMENT AND P ERSONNEL R E - of the aircraft type certificate for the air- QUIREMENTS FOR Q UALIFICATION OF THE FTD craft being simulated if the manufacturer is (§ 60.14).

no longer in business), and if appropriate, with the person having supplied the aircraft llllllllllllllllllllllll data package for the FTD in order to facili- tate the notification described in this para- B EGIN INFORMATION graph.

a. In the event that the responsible Flight g. It is the intent of the responsible Flight Standards office determines that special Standards office that for new aircraft enter- equipment or specifically qualified persons ing service, at a point well in advance of will be required to conduct an evaluation, preparation of the QTG, the sponsor should the responsible Flight Standards office will submit to the responsible Flight Standards make every attempt to notify the sponsor at office for approval, a descriptive document least one (1) week, but in no case less than 72 (see Appendix C of this part, Table C2D, hours, in advance of the evaluation. Exam- Sample Validation Data Roadmap for Heli- ples of special equipment include flight con- copters) containing the plan for acquiring trol measurement devices, accelerometers, the validation data, including data sources.

or oscilloscopes. Examples of specially quali- This document should clearly identify fied personnel include individuals specifi- sources of data for all required tests, a de- cally qualified to install or use any special scription of the validity of these data for a equipment when its use is required.

specific engine type and thrust rating con- b. Examples of a special evaluation include figuration, and the revision levels of all avi- an evaluation conducted after an FTD is onics affecting the performance or flying moved; at the request of the TPAA; or as a qualities of the aircraft. Additionally, this result of comments received from users of document should provide other information the FTD that raise questions about the con- such as the rationale or explanation for tinued qualification or use of the FTD.

cases where data or data parameters are missing, instances where engineering sim- E ND I NFORMATION ulation data are used, or where flight test llllllllllllllllllllllll methods require further explanations. It should also provide a brief narrative describ- 11. I NITIAL (AND U PGRADE ) Q UALIFICATION ing the cause and effect of any deviation R EQUIREMENTS (§ 60.15).

from data requirements. The aircraft manu- facturer may provide this document. llllllllllllllllllllllll

Federal Aviation Administration, DOT Pt. 60, App. D

B EGIN QPS R EQUIREMENT (2) A continuing qualification evaluation requirements page. This page will be used by a. In order to be qualified at a particular the responsible Flight Standards office to es- qualification level, the FTD must: tablish and record the frequency with which (1) Meet the general requirements listed in continuing qualification evaluations must be Attachment 1 of this appendix.

conducted and any subsequent changes that (2) Meet the objective testing requirements may be determined by the responsible Flight listed in Attachment 2 of this appendix Standards office in accordance with § 60.19.

(Level 4 FTDs do not require objective tests).

See Attachment 4, Figure D4G, of this appen- (3) Satisfactorily accomplish the subjec- dix for a sample Continuing Qualification tive tests listed in Attachment 3 of this ap- Evaluation Requirements page.

pendix.

(3) An FTD information page that provides b. The request described in § 60.15(a) must the information listed in this paragraph, if include all of the following: applicable (see Attachment 4, Figure D4B, of (1) A statement that the FTD meets all of this appendix, for a sample FTD information the applicable provisions of this part and all page). For convertible FTDs, the sponsor applicable provisions of the QPS.

must submit a separate page for each con- (2) A confirmation that the sponsor will figuration of the FTD.

forward to the responsible Flight Standards (a) The sponsor’s FTD identification num- office the statement described in § 60.15(b) in ber or code.

such time as to be received no later than 5 (b) The helicopter model and series being business days prior to the scheduled evalua- simulated.

tion and may be forwarded to the responsible (c) The aerodynamic data revision number Flight Standards office via traditional or or reference.

electronic means. (d) The source of the basic aerodynamic (3) Except for a Level 4 FTD, a QTG, ac- model and the aerodynamic coefficient data ceptable to the responsible Flight Standards used to modify the basic model.

office, that includes all of the following: (e) The engine model(s) and its data revi- (a) Objective data obtained from aircraft sion number or reference.

testing or another approved source. (f) The flight control data revision number or reference.

(b) Correlating objective test results ob- (g) The flight management system identi- tained from the performance of the FTD as fication and revision level.

prescribed in the appropriate QPS.

(h) The FTD model and manufacturer.

(c) The result of FTD subjective tests pre- (i) The date of FTD manufacture.

scribed in the appropriate QPS.

(j) The FTD computer identification.

(d) A description of the equipment nec- (k) The visual system model and manufac- essary to perform the evaluation for initial turer, including display type.

qualification and the continuing qualifica- (l) The motion system type and manufac- tion evaluations.

turer, including degrees of freedom.

c. The QTG described in paragraph a(3) of (4) A Table of Contents.

this section must provide the documented (5) A log of revisions and a list of effective proof of compliance with the FTD objective pages.

tests in Attachment 2, Table D2A of this ap- (6) List of all relevant data references.

pendix.

(7) A glossary of terms and symbols used d. The QTG is prepared and submitted by (including sign conventions and units).

the sponsor, or the sponsor’s agent on behalf (8) Statements of Compliance and Capa- of the sponsor, to the responsible Flight bility (SOC) with certain requirements.

Standards office for review and approval, and (9) Recording procedures or equipment re- must include, for each objective test: quired to accomplish the objective tests.

(1) Parameters, tolerances, and flight con- (10) The following information for each ob- ditions.

jective test designated in Attachment 2 of (2) Pertinent and complete instructions for this appendix, as applicable to the qualifica- conducting automatic and manual tests.

tion level sought: (3) A means of comparing the FTD test re- (a) Name of the test.

sults to the objective data.

(b) Objective of the test.

(4) Any other information as necessary to (c) Initial conditions.

assist in the evaluation of the test results.

(d) Manual test procedures.

(5) Other information appropriate to the (e) Automatic test procedures (if applica- qualification level of the FTD.

ble).

e. The QTG described in paragraphs (a)(3) (f) Method for evaluating FTD objective and (b) of this section, must include the fol- test results.

lowing: (g) List of all relevant parameters driven (1) A QTG cover page with sponsor and or constrained during the automatic test(s).

FAA approval signature blocks (see Attach- (h) List of all relevant parameters driven ment 4, Figure D4C, of this appendix, for a or constrained during the manual test(s).

sample QTG cover page). (i) Tolerances for relevant parameters.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

(j) Source of Validation Data (document and where each test was accomplished. Tests and page number). conducted at the manufacturer’s facility and (k) Copy of the Validation Data (if located at the sponsor’s training facility must be in a separate binder, a cross reference for the conducted after the FTD is assembled with identification and page number for pertinent systems and sub-systems functional and op- data location must be provided).

erating in an interactive manner. The test (l) FTD Objective Test Results as obtained results must be submitted to the responsible by the sponsor. Each test result must reflect Flight Standards office.

the date completed and must be clearly la- i. The sponsor must maintain a copy of the beled as a product of the device being tested.

MQTG at the FTD location.

f. A convertible FTD is addressed as a sepa- j. All FTDs for which the initial qualifica- rate FTD for each model and series heli- tion is conducted after May 30, 2014, must copter to which it will be converted and for have an electronic MQTG (eMQTG) including the FAA qualification level sought. The re- all objective data obtained from helicopter sponsible Flight Standards office will con- testing, or another approved source (refor- duct an evaluation for each configuration. If matted or digitized), together with corre- a sponsor seeks qualification for two or more lating objective test results obtained from models of a helicopter type using a convert- the performance of the FTD (reformatted or ible FTD, the sponsor must provide a QTG digitized) as prescribed in this appendix. The for each helicopter model, or a QTG for the eMQTG must also contain the general FTD first helicopter model and a supplement to performance or demonstration results (refor- that QTG for each additional helicopter matted or digitized) prescribed in this appen- model. The responsible Flight Standards of- dix, and a description of the equipment nec- fice will conduct evaluations for each heli- essary to perform the initial qualification copter model.

evaluation and the continuing qualification g. The form and manner of presentation of evaluations. The eMQTG must include the objective test results in the QTG must in- original validation data used to validate clude the following: FTD performance and handling qualities in (1) The sponsor’s FTD test results must be either the original digitized format from the recorded in a manner acceptable to the re- data supplier or an electronic scan of the sponsible Flight Standards office, that al- original time-history plots that were pro- lows easy comparison of the FTD test results vided by the data supplier. A copy of the to the validation data (e.g., use of a multi- eMQTG must be provided to the responsible channel recorder, line printer, cross plotting, Flight Standards office.

overlays, transparencies).

k. All other FTDs (not covered in subpara- (2) FTD results must be labeled using ter- graph ‘‘j’’) must have an electronic copy of minology common to helicopter parameters the MQTG by and after May 30, 2014. An elec- as opposed to computer software identifica- tronic copy of the MQTG must be provided to tions.

the responsible Flight Standards office. This (3) Validation data documents included in may be provided by an electronic scan pre- a QTG may be photographically reduced only sented in a Portable Document File (PDF), if such reduction will not alter the graphic or similar format acceptable to the respon- scaling or cause difficulties in scale interpre- sible Flight Standards office.

tation or resolution.

l. During the initial (or upgrade) qualifica- (4) Scaling on graphical presentations tion evaluation conducted by the responsible must provide the resolution necessary to Flight Standards office, the sponsor must evaluate the parameters shown in Attach- also provide a person knowledgeable about ment 2, Table D2A of this appendix.

the operation of the aircraft and the oper- (5) Tests involving time histories, data ation of the FTD.

sheets (or transparencies thereof) and FTD test results must be clearly marked with ap- END QPS R EQUIREMENTS propriate reference points to ensure an accu- llllllllllllllllllllllll rate comparison between FTD and helicopter with respect to time. Time histories recorded B EGIN INFORMATION via a line printer are to be clearly identified for cross-plotting on the helicopter data. m. Only those FTDs that are sponsored by Over-plots may not obscure the reference a certificate holder as defined in Appendix F data. of this part will be evaluated by the respon- h. The sponsor may elect to complete the sible Flight Standards office. However, other QTG objective and subjective tests at the FTD evaluations may be conducted on a manufacturer’s facility or at the sponsor’s case-by-case basis as the Administrator training facility. If the tests are conducted deems appropriate, but only in accordance at the manufacturer’s facility, the sponsor with applicable agreements.

must repeat at least one-third of the tests at n. The responsible Flight Standards office the sponsor’s training facility in order to will conduct an evaluation for each configu- substantiate FTD performance. The QTG ration, and each FTD must be evaluated as must be clearly annotated to indicate when completely as possible. To ensure a thorough

Federal Aviation Administration, DOT Pt. 60, App. D

and uniform evaluation, each FTD is sub- flect the range of tolerances acceptable to jected to the general FTD requirements in the responsible Flight Standards office for Attachment 1 of this appendix, the objective FTD validation and are not to be confused tests listed in Attachment 2 of this appendix, with design tolerances specified for FTD and the subjective tests listed in Attachment manufacture. In making decisions regarding 3 of this appendix. The evaluations described tests and test results, the responsible Flight herein will include, but not necessarily be Standards office relies on the use of oper- limited to the following: ational and engineering judgment in the ap- (1) Helicopter responses, including longitu- plication of data (including consideration of dinal and lateral-directional control re- the way in which the flight test was flown sponses (see Attachment 2 of this appendix).

and way the data was gathered and applied), (2) Performance in authorized portions of data presentations, and the applicable toler- the simulated helicopter’s operating enve- ances for each test.

lope, to include tasks evaluated by the re- q. In addition to the scheduled continuing sponsible Flight Standards office in the qualification evaluation, each FTD is subject areas of surface operations, takeoff, climb, to evaluations conducted by the responsible cruise, descent, approach and landing, as Flight Standards office at any time without well as abnormal and emergency operations prior notification to the sponsor. Such eval- (see Attachment 2 of this appendix).

uations would be accomplished in a normal (3) Control checks (see Attachment 1 and manner (i.e., requiring exclusive use of the Attachment 2 of this appendix).

FTD for the conduct of objective and subjec- (4) Flight deck configuration (see Attach- tive tests and an examination of functions) if ment 1 of this appendix).

the FTD is not being used for flight crew- (5) Pilot, flight engineer, and instructor member training, testing, or checking. How- station functions checks (see Attachment 1 ever, if the FTD were being used, the evalua- and Attachment 3 of this appendix).

tion would be conducted in a non-exclusive (6) Helicopter systems and sub-systems (as manner. This non-exclusive evaluation will appropriate) as compared to the helicopter be conducted by the FTD evaluator accom- simulated (see attachment 1 and attachment panying the check airman, instructor, Air- 3 of this appendix).

crew Program Designee (APD), or FAA in- (7) FTD systems and sub-systems, includ- spector aboard the FTD along with the stu- ing force cueing (motion), visual, and aural dent(s) and observing the operation of the (sound) systems, as appropriate (see Attach- FTD during the training, testing, or check- ment 1 and Attachment 2 of this appendix).

ing activities.

(8) Certain additional requirements, de- pending upon the qualification level sought, r. Problems with objective test results are including equipment or circumstances that handled as follows: may become hazardous to the occupants. The (1) If a problem with an objective test re- sponsor may be subject to Occupational sult is detected by the evaluation team dur- Safety and Health Administration require- ing an evaluation, the test may be repeated ments.

or the QTG may be amended.

o. The responsible Flight Standards office (2) If it is determined that the results of an administers the objective and subjective objective test do not support the qualifica- tests, which include an examination of func- tion level requested but do support a lower tions. The tests include a qualitative assess- level, the responsible Flight Standards office ment of the FTD by a pilot from the respon- may qualify the FTD at a lower level.

sible Flight Standards office. The evaluation s. After an FTD is successfully evaluated, team leader may assign other qualified per- the responsible Flight Standards office sonnel to assist in accomplishing the func- issues an SOQ to the sponsor. The respon- tions examination and/or the objective and sible Flight Standards office recommends subjective tests performed during an evalua- the FTD to the TPAA, who will approve the tion when required.

FTD for use in a flight training program.

(1) Objective tests provide a basis for meas- The SOQ will be issued at the satisfactory uring and evaluating FTD performance and conclusion of the initial or continuing quali- determining compliance with the require- fication evaluation and will list the tasks for ments of this part.

which the FTD is qualified, referencing the (2) Subjective tests provide a basis for: tasks described in Table D1B in Attachment (a) Evaluating the capability of the FTD to 1 of this appendix. However, it is the spon- perform over a typical utilization period; sor’s responsibility to obtain TPAA approval (b) Determining that the FTD satisfac- prior to using the FTD in an FAA-approved torily simulates each required task; flight training program.

(c) Verifying correct operation of the FTD controls, instruments, and systems; and t. Under normal circumstances, the respon- (d) Demonstrating compliance with the re- sible Flight Standards office establishes a quirements of this part. date for the initial or upgrade evaluation p. The tolerances for the test parameters within ten (10) working days after deter- listed in Attachment 2 of this appendix re- mining that a complete QTG is acceptable.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

Unusual circumstances may warrant estab- (4) Before the FTD is restored to qualified lishing an evaluation date before this deter- status, it must be evaluated by the respon- mination is made. A sponsor may schedule sible Flight Standards office. The evaluation an evaluation date as early as 6 months in content and the time required to accomplish advance. However, there may be a delay of 45 the evaluation is based on the number of days or more in rescheduling and completing continuing qualification evaluations and the evaluation if the sponsor is unable to sponsor-conducted quarterly inspections meet the scheduled date. See Attachment 4, missed during the period of inactivity.

of this appendix, Figure D4A, Sample Re- (5) The sponsor must notify the responsible quest for Initial, Upgrade, or Reinstatement Flight Standards office of any changes to the Evaluation. original scheduled time out of service.

u. The numbering system used for objec- b. FTDs and replacement FTD systems tive test results in the QTG should closely qualified prior to May 30, 2008, are not re- follow the numbering system set out in At- quired to meet the general FTD require- tachment 2, FTD Objective Tests, Table D2A ments, the objective test requirements, and of this appendix. the subjective test requirements of Attach- ments 1, 2, and 3, respectively, of this appen- v. Contact the responsible Flight Stand- dix as long as the FTD continues to meet the ards office for additional information regard- test requirements contained in the MQTG ing the preferred qualifications of pilots used developed under the original qualification to meet the requirements of § 60.15(d).

basis.

w. Examples of the exclusions for which c. After (1 year after date of publication of the FTD might not have been subjectively the final rule in the F EDERAL R EGISTER ) each tested by the sponsor or the responsible visual scene and airport model installed in Flight Standards office and for which quali- and available for use in a qualified FTD must fication might not be sought or granted, as meet the requirements described in Attach- described in § 60.15(g)(6), include approaches ment 3 of this appendix.

to and departures from slopes and pinnacles.

d. Simulators qualified prior to May 30, E ND INFORMATION 2008, may be updated. If an evaluation is deemed appropriate or necessary by the re- llllllllllllllllllllllll sponsible Flight Standards office after such an update, the evaluation will not require an 12. A DDITIONAL Q UALIFICATIONS FOR evaluation to standards beyond those C URRENTLY Q UALIFIED FTD S (§ 60.16) against which the simulator was originally llllllllllllllllllllllll qualified.

B EGIN INFORMATION ND QPS R EQUIREMENTS E llllllllllllllllllllllll No additional regulatory or informational material applies to § 60.16, Additional Quali- B EGIN INFORMATION fications for a Currently Qualified FTD.

e. Other certificate holders or persons de- E ND INFORMATION siring to use an FTD may contract with FTD sponsors to use FTDs previously qualified at llllllllllllllllllllllll a particular level for a helicopter type and 13. P REVIOUSLY Q UALIFIED FTD S (§ 60.17) approved for use within an FAA-approved flight training program. Such FTDs are not llllllllllllllllllllllll required to undergo an additional qualifica- tion process, except as described in § 60.16.

B EGIN QPS R EQUIREMENTS f. Each FTD user must obtain approval a. In instances where a sponsor plans to re- from the appropriate TPAA to use any FTD move an FTD from active status for a period in an FAA-approved flight training program.

of less than two years, the following proce- g. The intent of the requirement listed in dures apply: § 60.17(b), for each FTD to have an SOQ with- (1) The responsible Flight Standards office in 6 years, is to have the availability of that must be notified in writing and the notifica- statement (including the configuration list tion must include an estimate of the period and the limitations to authorizations) to that the FTD will be inactive.

provide a complete picture of the FTD inven- (2) Continuing Qualification evaluations tory regulated by the FAA. The issuance of will not be scheduled during the inactive pe- the statement will not require any addi- riod. tional evaluation or require any adjustment (3) The responsible Flight Standards office to the evaluation basis for the FTD.

will remove the FTD from the list of quali- h. Downgrading of an FTD is a permanent fied FTDs on a mutually established date not change in qualification level and will neces- later than the date on which the first missed sitate the issuance of a revised SOQ to re- continuing qualification evaluation would flect the revised qualification level, as ap- have been scheduled. propriate. If a temporary restriction is

Federal Aviation Administration, DOT Pt. 60, App. D

placed on an FTD because of a missing, mal- c. Record ‘‘functional preflight’’ in the functioning, or inoperative component or on- FTD discrepancy log book or other accept- going repairs, the restriction is not a perma- able location, including any item found to be nent change in qualification level. Instead, missing, malfunctioning, or inoperative.

the restriction is temporary and is removed d. During the continuing qualification when the reason for the restriction has been evaluation conducted by the responsible resolved.

Flight Standards office, the sponsor must i. It is not the intent of the responsible also provide a person knowledgeable about Flight Standards office to discourage the im- the operation of the aircraft and the oper- provement of existing simulation (e.g., the ation of the FTD.

‘‘updating’’ of a control loading system, or E ND QPS R EQUIREMENTS the replacement of the IOS with a more ca- pable unit) by requiring the ‘‘updated’’ de- llllllllllllllllllllllll vice to meet the qualification standards cur- rent at the time of the update. Depending on B EGIN INFORMATION the extent of the update, the responsible e. The sponsor’s test sequence and the con- Flight Standards officemay require that the tent of each quarterly inspection required in updated device be evaluated and may require § 60.19(a)(1) should include a balance and a that an evaluation include all or a portion of mix from the objective test requirement the elements of an initial evaluation. How- areas listed as follows: ever, the standards against which the device (1) Performance.

would be evaluated are those that are found (2) Handling qualities.

in the MQTG for that device.

(3) Motion system (where appropriate).

j. The responsible Flight Standards (4) Visual system (where appropriate).

officewill determine the evaluation criteria (5) Sound system (where appropriate).

for an FTD that has been removed from ac- tive status for a prolonged period. The cri- (6) Other FTD systems.

teria will be based on the number of con- f. If the evaluator plans to accomplish spe- tinuing qualification evaluations and quar- cific tests during a normal continuing quali- terly inspections missed during the period of fication evaluation that requires the use of inactivity. For example, if the FTD were out special equipment or technicians, the spon- of service for a 1 year period, it would be nec- sor will be notified as far in advance of the essary to complete the entire QTG, since all evaluation as practical; but not less than 72 of the quarterly evaluations would have been hours. Examples of such tests include missed. The responsible Flight Standards latencies and control sweeps.

officewill also consider how the FTD was g. The continuing qualification evalua- stored, whether parts were removed from the tions described in § 60.19(b) will normally re- FTD and whether the FTD was disassembled. quire 4 hours of FTD time. However, flexi- bility is necessary to address abnormal situ- k. The FTD will normally be requalified ations or situations involving aircraft with using the FAA-approved MQTG and the cri- additional levels of complexity (e.g., com- teria that was in effect prior to its removal puter controlled aircraft). The sponsor from qualification. However, inactive periods should anticipate that some tests may re- of 2 years or more will require re-qualifica- quire additional time. The continuing quali- tion under the standards in effect and cur- fication evaluations will consist of the fol- rent at the time of requalification.

lowing: E ND INFORMATION (1) Review of the results of the quarterly inspections conducted by the sponsor since llllllllllllllllllllllll the last scheduled continuing qualification evaluation.

14. I NSPECTION , CONTINUING Q UALIFICATION , (2) A selection of approximately 8 to 15 ob- E VALUATION , AND M AINTENANCE R EQUIRE - jective tests from the MQTG that provide an MENTS (§ 60.19) adequate opportunity to evaluate the per- llllllllllllllllllllllll formance of the FTD. The tests chosen will be performed either automatically or manu- B EGIN QPS R EQUIREMENT ally and should be able to be conducted with- a. The sponsor must conduct a minimum of in approximately one-third (1/3) of the allot- ted FTD time.

four evenly spaced inspections throughout the year. The objective test sequence and (3) A subjective evaluation of the FTD to content of each inspection in this sequence perform a representative sampling of the must be developed by the sponsor and must tasks set out in attachment 3 of this appen- be acceptable to the responsible Flight dix. This portion of the evaluation should Standards office. take approximately two-thirds (2/3) of the al- b. The description of the functional pre- lotted FTD time.

flight check must be contained in the spon- (4) An examination of the functions of the sor’s QMS. FTD may include the motion system, visual

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

system, sound system as applicable, instruc- ed in § 60.15(b) are addressed by the appro- tor operating station, and the normal func- priate personnel as described in that section.

tions and simulated malfunctions of the sim- E ND QPS R EQUIREMENTS ulated helicopter systems. This examination is normally accomplished simultaneously llllllllllllllllllllllll with the subjective evaluation requirements.

B EGIN INFORMATION h. The requirement established in § 60.19(b)(4) regarding the frequency of re- c. FSTD Directives are considered modi- sponsible Flight Standards office-conducted fication of an FTD. See Attachment 4 of this continuing qualification evaluations for each appendix, Figure D4I for a sample index of ef- FTD is typically 12 months. However, the es- fective FSTD Directives. See Attachment 6 tablishment and satisfactory implementa- of this appendix for a list of all effective tion of an approved QMS for a sponsor will FSTD Directives applicable to Helicopter provide a basis for adjusting the frequency of FTDs.

evaluations to exceed 12-month intervals.

E ND I NFORMATION E ND INFORMATION llllllllllllllllllllllll llllllllllllllllllllllll 18. O PERATION WITH M ISSING , M ALFUNC - 15. L OGGING FTD D ISCREPANCIES (§ 60.20) TIONING , OR I NOPERATIVE C OMPONENTS (§ 60.25) llllllllllllllllllllllll llllllllllllllllllllllll B EGIN INFORMATION B EGIN INFORMATION No additional regulatory or informational material applies to § 60.20. Logging FTD Dis- a. The sponsor’s responsibility with respect crepancies. to § 60.25(a) is satisfied when the sponsor fair- ly and accurately advises the user of the cur- E ND INFORMATION rent status of an FTD, including any miss- ing, malfunctioning, or inoperative (MMI) llllllllllllllllllllllll component(s).

16. I NTERIM Q UALIFICATION OF FTD S FOR N EW b. It is the responsibility of the instructor, H ELICOPTER T YPES OR M ODELS (§ 60.21) check airman, or representative of the ad- ministrator conducting training, testing, or llllllllllllllllllllllll checking to exercise reasonable and prudent judgment to determine if any MMI compo- B EGIN INFORMATION nent is necessary for the satisfactory com- No additional regulatory or informational pletion of a specific maneuver, procedure, or material applies to § 60.21, Interim Qualifica- task.

tion of FTDs for New Helicopter Types or c. If the 29th or 30th day of the 30-day pe- Models.

riod described in § 60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA will extend E ND INFORMATION the deadline until the next business day.

d. In accordance with the authorization de- llllllllllllllllllllllll scribed in § 60.25(b), the sponsor may develop 17. M ODIFICATIONS TO FTD S (§ 60.23) a discrepancy prioritizing system to accom- plish repairs based on the level of impact on llllllllllllllllllllllll the capability of the FTD. Repairs having a larger impact on the FTD’s ability to pro- B EGIN QPS R EQUIREMENTS vide the required training, evaluation, or a. The notification described in § 60.23(c)(2) flight experience will have a higher priority must include a complete description of the for repair or replacement.

planned modification, with a description of the operational and engineering effect the E ND I NFORMATION proposed modification will have on the oper- llllllllllllllllllllllll ation of the FTD and the results that are ex- pected with the modification incorporated.

19. A UTOMATIC L OSS OF Q UALIFICATION AND b. Prior to using the modified FTD: P ROCEDURES FOR R ESTORATION OF Q UALI - (1) All the applicable objective tests com- FICATION (§ 60.27) pleted with the modification incorporated, llllllllllllllllllllllll including any necessary updates to the MQTG (e.g., accomplishment of FSTD Direc- B EGIN INFORMATION tives) must be acceptable to the responsible Flight Standards office; and If the sponsor provides a plan for how the (2) The sponsor must provide the respon- FTD will be maintained during its out-of- sible Flight Standards office with a state- service period (e.g., periodic exercise of me- ment signed by the MR that the factors list- chanical, hydraulic, and electrical systems;

Federal Aviation Administration, DOT Pt. 60, App. D

routine replacement of hydraulic fluid; con- 23. [R ESERVED ] trol of the environmental factors in which E ND I NFORMATION the FTD is to be maintained) there is a greater likelihood that the responsible llllllllllllllllllllllll Flight Standards office will be able to deter- mine the amount of testing that is required 24. L EVELS OF FTD for requalification.

llllllllllllllllllllllll E ND INFORMATION B EGIN INFORMATION llllllllllllllllllllllll a. The following is a general description of 20. O THER L OSSES OF Q UALIFICATION AND P RO - each level of FTD. Detailed standards and CEDURES FOR R ESTORATION OF Q UALIFICA - tests for the various levels of FTDs are fully TION (§ 60.29) defined in Attachments 1 through 3 of this appendix.

llllllllllllllllllllllll (1) Level 4. A Level 4 device is one that EGIN INFORMATION may have an open helicopter-specific flight B deck area, or an enclosed helicopter-specific If the sponsor provides a plan for how the flight deck and at least one operating sys- FTD will be maintained during its out-of- tem. Air/ground logic is required (no aero- service period (e.g., periodic exercise of me- dynamic programming required). All dis- chanical, hydraulic, and electrical systems; plays may be flat/LCD panel representations routine replacement of hydraulic fluid; con- or actual representations of displays in the trol of the environmental factors in which aircraft. All controls, switches, and knobs the FTD is to be maintained) there is a may be touch sensitive activation (not capa- greater likelihood that the responsible ble of manual manipulation of the flight con- Flight Standards office will be able to deter- trols) or may physically replicate the air- mine the amount of testing that is required craft in control operation.

for requalification.

(2) Level 5. A Level 5 device is one that may have an open helicopter-specific flight E ND INFORMATION deck area, or an enclosed helicopter-specific llllllllllllllllllllllll flight deck and a generic aerodynamic pro- gram with at least one operating system and 21. R ECORD K EEPING AND R EPORTING (§ 60.31) control loading representative of the simu- lated helicopter. The control loading need llllllllllllllllllllllll only represent the helicopter at an approach B EGIN QPS R EQUIREMENTS speed and configuration. All displays may be flat/LCD panel representations or actual rep- a. FTD modifications can include hardware resentations of displays in the aircraft. Pri- or software changes. For FTD modifications mary and secondary flight controls (e.g., involving software programming changes, rudder, aileron, elevator, flaps, spoilers/speed the record required by § 60.31(a)(2) must con- brakes, engine controls, landing gear, sist of the name of the aircraft system soft- nosewheel steering, trim, brakes) must be ware, aerodynamic model, or engine model physical controls. All other controls, switch- change, the date of the change, a summary es, and knobs may be touch sensitive activa- of the change, and the reason for the change.

tion.

b. If a coded form for record keeping is (3) Level 6. A Level 6 device is one that has used, it must provide for the preservation an enclosed helicopter-specific flight deck and retrieval of information with appro- and aerodynamic program with all applica- priate security or controls to prevent the in- ble helicopter systems operating and control appropriate alteration of such records after loading that is representative of the simu- the fact.

lated helicopter throughout its ground and E ND INFORMATION flight envelope and significant sound rep- resentation. All displays may be flat/LCD llllllllllllllllllllllll panel representations or actual representa- tions of displays in the aircraft, but all con- 22. A PPLICATIONS , L OGBOOKS , R EPORTS , AND trols, switches, and knobs must physically R ECORDS : FRAUD , F ALSIFICATION , OR I NCOR - replicate the aircraft in control operation.

RECT S TATEMENTS (§ 60.33) (4) Level 7. A Level 7 device is one that has llllllllllllllllllllllll an enclosed helicopter-specific flight deck and aerodynamic program with all applica- B EGIN INFORMATION ble helicopter systems operating and control No additional regulatory or informational loading that is representative of the simu- material applies to § 60.33, Applications, lated helicopter throughout its ground and Logbooks, Reports, and Records: Fraud, Fal- flight envelope and significant sound rep- sification, or Incorrect Statements resentation. All displays may be flat/LCD

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

panel representations or actual representa- this section. In any event, all systems will be tions of displays in the aircraft, but all con- tested and evaluated in accordance with this trols, switches, and knobs must physically appendix to ensure proper operation.

replicate the aircraft in control operation. It E ND QPS R EQUIREMENTS also has a visual system that provides an out-of-the-flight deck view, providing cross- llllllllllllllllllllllll flight deck viewing (for both pilots simulta- neously) of a field-of-view of at least 146 ° B EGIN INFORMATION horizontally and 36 ° vertically as well as a 2. D ISCUSSION vibration cueing system for characteristic helicopter vibrations noted at the pilot sta- a. This attachment describes the general tion(s).

requirements for qualifying Level 4 through Level 7 FTDs. The sponsor should also con- E ND INFORMATION sult the objectives tests in Attachment 2 of llllllllllllllllllllllll this appendix and the examination of func- tions and subjective tests listed in Attach- 25. FTD Q UALIFICATION ON THE B ASIS OF A BI- ment 3 of this appendix to determine the LATERAL A VIATION S AFETY A GREEMENT complete requirements for a specific level (BASA) (§ 60.37) FTD.

llllllllllllllllllllllll b. The material contained in this attach- ment is divided into the following cat- B EGIN INFORMATION egories: (1) General Flight Deck Configuration.

No additional regulatory or informational (2) Programming.

material applies to § 60.37, FTD Qualification (3) Equipment Operation.

on the Basis of a Bilateral Aviation Safety Agreement (BASA). (4) Equipment and Facilities for Instructor/ Evaluator Functions.

E ND INFORMATION (5) Motion System.

(6) Visual System.

llllllllllllllllllllllll (7) Sound System.

A TTACHMENT 1 TO A PPENDIX D TO P ART 60— c. Table D1A provides the standards for the GENERAL FTD REQUIREMENTS General FTD Requirements.

d. Table D1B provides the tasks that the llllllllllllllllllllllll sponsor will examine to determine whether the FTD satisfactorily meets the require- B EGIN QPS R EQUIREMENTS ments for flight crew training, testing, and 1. R EQUIREMENTS experience.

e. Table D1C provides the functions that an a. Certain requirements included in this instructor/check airman must be able to con- appendix must be supported with an SOC as trol in the simulator.

defined in Appendix F, which may include f. It is not required that all of the tasks objective and subjective tests. The require- that appear on the List of Qualified Tasks ments for SOCs are indicated in the ‘‘General (part of the SOQ) be accomplished during the FTD Requirements’’ column in Table D1A of initial or continuing qualification evalua- this appendix.

tion.

b. Table D1A describes the requirements for the indicated level of FTD. Many devices E ND I NFORMATION include operational systems or functions that exceed the requirements outlined in llllllllllllllllllllllll T ABLE D1A—M INIMUM FTD R EQUIREMENTS QPS requirements Information FTD level Entry No. General FTD requirements Notes 4 5 6 7 1. General Flight Deck Configuration.

Federal Aviation Administration, DOT Pt. 60, App. D

T ABLE D1A—M INIMUM FTD R EQUIREMENTS —Continued QPS requirements Information FTD level Entry No. General FTD requirements Notes 4 5 6 7 1.a. ............ The FTD must have a flight deck that is a X X For FTD purposes, the flight deck consists of replica of the helicopter, or set of heli- all that space forward of a cross section of copters simulated with controls, equipment, the flight deck at the most extreme aft set- observable flight deck indicators, circuit ting of the pilots’ seats including additional, breakers, and bulkheads properly located, required crewmember duty stations and functionally accurate and replicating the those required bulkheads aft of the pilot helicopter or set of helicopters. The direc- seats. Bulkheads containing only items tion of movement of controls and switches such as landing gear pin storage compart- must be identical to that in the helicopter or ments, fire axes and extinguishers, spare set of helicopters. Crewmember seats must light bulbs, and aircraft documents pouches afford the capability for the occupant to be are not considered essential and may be able to achieve the design ‘‘eye position.’’ omitted. If omitted, these items, or the sil- Equipment for the operation of the flight houettes of these items, may be placed on deck windows must be included, but the ac- the wall of the simulator, or in any other lo- tual windows need not be operable. Those cation as near as practical to the original circuit breakers that affect procedures or re- position of these items.

sult in observable flight deck indications must be properly located and functionally accurate. Fire axes, extinguishers, landing gear pins, and spare light bulbs must be available, and may be represented in sil- houette, in the flight simulator. This equip- ment must be present as near as practical to the original position 1.b. ............ The FTD must have equipment (i.e., instru- X X ments, panels, systems, circuit breakers, and controls) simulated sufficiently for the authorized training/checking events to be accomplished. The installed equipment, must be located in a spatially correct con- figuration, and may be in a flight deck or an open flight deck area. Those circuit break- ers that affect procedures or result in ob- servable flight deck indications must be properly located and functionally accurate.

Additional equipment required for the au- thorized training and checking events must be available in the FTD but may be located in a suitable location as near as practical to the spatially correct position. Actuation of this equipment must replicate the appro- priate function in the helicopter. Fire axes, landing gear pins, and any similar purpose instruments need only be represented in sil- houette 2. Programming.

2.a. ............ The FTD must provide the proper effect of X X X aerodynamic changes for the combinations of drag and thrust normally encountered in flight. This must include the effect of change in helicopter attitude, thrust, drag, altitude, temperature, and configuration.

Levels 6 and 7 additionally require the ef- fects of changes in gross weight and center of gravity.Level 5 requires only generic aer- odynamic programming.

An SOC is required .........................................

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

An SOC is required .........................................

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

T ABLE D1A—M INIMUM FTD R EQUIREMENTS —Continued QPS requirements Information FTD level Entry No. General FTD requirements Notes 4 5 6 7 2.c. ............ Relative responses of the flight deck instru- X X X The intent is to verify that the FTD provides ments must be measured by latency tests instrument cues that are, within the stated or transport delay tests, and may not ex- time delays, like the helicopter responses.

ceed 150 milliseconds. The instruments For helicopter response, acceleration in the must respond to abrupt input at the pilot’s appropriate, corresponding rotational axis is position within the allotted time, but not be- preferred.

fore the time that the helicopter or set of helicopters respond under the same condi- tions • Latency: The FTD instrument and, if appli- cable, the motion system and the visual system response must not be prior to that time when the helicopter responds and may respond up to 150 milliseconds after that time under the same conditions.

• Transport Delay: As an alternative to the Latency requirement, a transport delay ob- jective test may be used to demonstrate that the FTD system does not exceed the specified limit. The sponsor must measure all the delay encountered by a step signal migrating from the pilot’s control through all the simulation software modules in the cor- rect order, using a handshaking protocol, fi- nally through the normal output interfaces to the instrument display and, if applicable, the motion system, and the visual system.

3. Equipment Operation.

3.a. ............ All relevant instrument indications involved in A X X X the simulation of the helicopter must auto- matically respond to control movement or external disturbances to the simulated heli- copter or set of helicopters; e.g., turbulence or winds 3.b. ............ Navigation equipment must be installed and A X X X operate within the tolerances applicable for the helicopter or set of helicopters. Levels 6 and 7 must also include communication equipment (inter-phone and air/ground) like that in the helicopter. Level 5 only needs that navigation equipment necessary to fly an instrument approach 3.c. ............ Installed systems must simulate the applica- A X X X ble helicopter system operation both on the ground and in flight. At least one helicopter system must be represented. Systems must be operative to the extent that applicable normal, abnormal, and emergency oper- ating procedures included in the sponsor’s training programs can be accomplished.

Levels 6 and 7 must simulate all applicable helicopter flight, navigation, and systems operation. Level 5 must have functional flight and navigational controls, displays, and instrumentation 3.d. ............ The lighting environment for panels and in- X X X X Back-lighted panels and instruments may be struments must be sufficient for the oper- installed but are not required.

ation being conducted

Federal Aviation Administration, DOT Pt. 60, App. D

T ABLE D1A—M INIMUM FTD R EQUIREMENTS —Continued QPS requirements Information FTD level Entry No. General FTD requirements Notes 4 5 6 7 3.e. ............ The FTD must provide control forces and X X control travel that correspond to the rep- licated helicopter or set of helicopters. Con- trol forces must react in the same manner as in the helicopter or set of helicopters under the same flight conditions 3.f. ............. The FTD must provide control forces and X control travel of sufficient precision to manually fly an instrument approach. The control forces must react in the same man- ner as in the helicopter or set of helicopters under the same flight conditions 4. Instructor or Evaluator Facilities.

4.a. ............ In addition to the flight crewmember stations, X X X X These seats need not be a replica of an air- suitable seating arrangements for an in- craft seat and may be as simple as an of- structor/check airman and FAA Inspector fice chair placed in an appropriate position.

must be available. These seats must pro- vide adequate view of crewmember’s panel(s) 4.b. ............ The FTD must have instructor controls that X X X X permit activation of normal, abnormal, and emergency conditions, as appropriate.

Once activated, proper system operation must result from system management by the crew and not require input from the in- structor controls.

5. Motion System 5.a. ............ A motion system may be installed in an FTD. X X X X If installed, the motion system operation must not be distracting. If a motion system is installed and additional training, testing, or checking credits are being sought, sen- sory cues must also be integrated. The mo- tion system must respond to abrupt input at the pilot’s position within the allotted time, but not before the time when the helicopter responds under the same conditions. The motion system must be measured by la- tency tests or transport delay tests and may not exceed 150 milliseconds. Instrument re- sponse must not occur prior to motion onset 5.b. ............ The FTD must have at least a vibration cue- X May be accomplished by a ‘‘seat shaker’’ or a ing system for characteristic helicopter vi- bass speaker sufficient to provide the nec- brations noted at the pilot station(s) essary cueing.

6. Visual System 6.a. ............ The FTD may have a visual system, if de- sired, although it is not required. If a visual system is installed, it must meet the fol- lowing criteria: 6.a.1. ......... The visual system must respond to abrupt X X X input at the pilot’s position.

An SOC is required .........................................

6.a.2. ......... The visual system must be at least a single X X X channel, non-collimated display.

An SOC is required .........................................

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

T ABLE D1A—M INIMUM FTD R EQUIREMENTS —Continued QPS requirements Information FTD level Entry No. General FTD requirements Notes 4 5 6 7 6.a.3. ......... The visual system must provide at least a X X X field-of-view of 18 ° vertical/24 ° horizontal for the pilot flying.

An SOC is required .........................................

6.a.4. ......... The visual system must provide for a max- X X X imum parallax of 10 ° per pilot.

An SOC is required .........................................

6.a.5. ......... The visual scene content may not be dis- X X X tracting.

An SOC is required .........................................

6.a.6. ......... The minimum distance from the pilot’s eye X X X position to the surface of a direct view dis- play may not be less than the distance to any front panel instrument.

An SOC is required .........................................

6.a.7. ......... The visual system must provide for a min- X X X imum resolution of 5 arc-minutes for both computed and displayed pixel size.

An SOC is required .........................................

6.b. ............ If a visual system is installed and additional X X X training, testing, or checking credits are being sought on the basis of having a vis- ual system, a visual system meeting the standards set out for at least a Level A FFS (see Appendix A of this part) will be re- quired. A ‘‘direct-view,’’ non-collimated vis- ual system (with the other requirements for a Level A visual system met) may be con- sidered satisfactory for those installations where the visual system design ‘‘eye point’’ is appropriately adjusted for each pilot’s po- sition such that the parallax error is at or less than 10 ° simultaneously for each pilot.

An SOC is required .........................................

6.c. ............ The FTD must provide a continuous visual X Optimization of the vertical field-of-view may field-of-view of at least 146 ° horizontally be considered with respect to the specific and 36 ° vertically for both pilot seats, simul- helicopter flight deck cut-off angle. When taneously. The minimum horizontal field-of- considering the installation/use of aug- view coverage must be plus and minus mented fields of view, as described here, it one-half ( ⁄2 ) of the minimum continuous will be the responsibility of the sponsor to field-of-view requirement, centered on the meet with the responsible Flight Standards zero degree azimuth line relative to the air- office to determine the training, testing, craft fuselage. Additional horizontal field-of- checking, or experience tasks for which the view capability may be added at the spon- augmented field-of-view capability may be sor’s discretion provided the minimum field- critical to that approval.

of-view is retained. Capability for a field-of- view in excess of these minima is not re- quired for qualification at Level 7. However, where specific tasks require extended fields of view beyond the 146 ° by 36 ° (e.g., to ac- commodate the use of ‘‘chin windows’’ where the accommodation is either integral with or separate from the primary visual system display), then such extended fields of view must be provided..

An SOC is required and must explain the ge- ometry of the installation..

7. Sound System

Federal Aviation Administration, DOT Pt. 60, App. D

T ABLE D1A—M INIMUM FTD R EQUIREMENTS —Continued QPS requirements Information FTD level Entry No. General FTD requirements Notes 4 5 6 7 7.a. ............ The FTD must simulate significant flight deck X X sounds resulting from pilot actions that cor- respond to those heard in the helicopter Note: An ‘‘A’’ in the table indicates that the system, task, or procedure may be examined if the appropriate helicopter system or control is simulated in the FTD and is working properly.

T ABLE D1B—M INIMUM FTD R EQUIREMENTS QPS requirements Information Subjective requirements FTD level The FTD must be able to perform the tasks Entry No. Notes associated with the level of qualification sought. 4 5 6 7 1. Preflight Procedures 1.a. ........... Preflight Inspection (Flight Deck Only) switch- A A X X es, indicators, systems, and equipment.

1.b. ........... APU/Engine start and run-up.

1.b.1. ........ Normal start procedures .................................. A A X X 1.b.2. ........ Alternate start procedures ............................... A A X X 1.b.3. ........ Abnormal starts and shutdowns (hot start, A A X X hung start).

1.c. ........... Taxiing—Ground .............................................. X 1.d. ........... Taxiing—Hover ................................................ X 1.e. ........... Pre-takeoff Checks .......................................... A A X X 2. Takeoff and Departure Phase 2.a. ........... Normal takeoff.

2.a.1. ........ From ground .................................................... X 2.a.2. ........ From hover ....................................................... X 2.a.3 ......... Running ............................................................ X 2.b. ........... Instrument ........................................................ X X 2.c. ........... Powerplant Failure During Takeoff .................. X X 2.d. ........... Rejected Takeoff .............................................. X 2.e. ........... Instrument Departure ....................................... X X 3. Climb 3.a. ........... Normal .............................................................. X X 3.b. ........... Obstacle clearance .......................................... X 3.c. ........... Vertical ............................................................. X X 3.d. ........... One engine inoperative .................................... X X 4. In-flight Maneuvers 4.a. ........... Turns (timed, normal, steep) ........................... X X X 4.b. ........... Powerplant Failure—Multiengine Helicopters .. X X

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

T ABLE D1B—M INIMUM FTD R EQUIREMENTS —Continued QPS requirements Information Subjective requirements FTD level The FTD must be able to perform the tasks Entry No. Notes associated with the level of qualification sought. 4 5 6 7 4.c. ........... Powerplant Failure—Single-Engine Heli- X X copters.

4.d. ........... Recovery From Unusual Attitudes ................... X 4.e. ........... Settling with Power .......................................... X 5. Instrument Procedures 5.a. ........... Instrument Arrival ............................................. X X 5.b. ........... Holding ............................................................. X X 5.c. ........... Precision Instrument Approach 5.c.1. ........ Normal—All engines operating ........................ X X X 5.c.2. ........ Manually controlled—One or more engines in- X X operative.

5.d. ........... Non-precision Instrument Approach ................ X X X 5.e. ........... Missed Approach.

5.e.1. ........ All engines operating ....................................... X X 5.e.2. ........ One or more engines inoperative .................... X X 5.e.3. ........ Stability augmentation system failure .............. X X 6. Landings and Approaches to Landings 6.a. ........... Visual Approaches (normal, steep, shallow) ... X X X 6.b. ........... Landings.

6.b.1. ........ Normal/crosswind.

6.b.1.a. ..... Running ............................................................ X 6.b.1.b. ..... From Hover ...................................................... X 6.b.2. ........ One or more engines inoperative .................... X 6.b.3. ........ Rejected Landing ............................................. X 7. Normal and Abnormal Procedures 7.a. ........... Powerplant ....................................................... A A X X 7.b. ........... Fuel System ..................................................... A A X X 7.c. ........... Electrical System ............................................. A A X X 7.d. ........... Hydraulic System ............................................. A A X X 7.e. ........... Environmental System(s) ................................. A A X X 7.f. ............ Fire Detection and Extinguisher Systems ....... A A X X 7.g. ........... Navigation and Aviation Systems .................... A A X X 7.h. ........... Automatic Flight Control System, Electronic A A X X Flight Instrument System, and Related Sub- systems.

7.i. ............ Flight Control Systems ..................................... A A X X 7.j. ............ Anti-ice and Deice Systems ............................. A A X X

Federal Aviation Administration, DOT Pt. 60, App. D

T ABLE D1B—M INIMUM FTD R EQUIREMENTS —Continued QPS requirements Information Subjective requirements FTD level The FTD must be able to perform the tasks Entry No. Notes associated with the level of qualification sought. 4 5 6 7 7.k. ........... Aircraft and Personal Emergency Equipment A A X X 7.l. ............ Special Missions tasks (e.g., Night Vision gog- X gles, Forward Looking Infrared System, Ex- ternal Loads and as listed on the SOQ.).

8. Emergency procedures (as applicable) 8.a. ........... Emergency Descent ......................................... X X 8.b. ........... Inflight Fire and Smoke Removal .................... X X 8.c. ........... Emergency Evacuation .................................... X X 8.d. ........... Ditching ............................................................ X 8.e. ........... Autorotative Landing ........................................ X 8.f. ............ Retreating blade stall recovery ........................ X 8.g. ........... Mast bumping .................................................. X 8.h. ........... Loss of tail rotor effectiveness ......................... X X 9. Postflight Procedures 9.a. ........... After-Landing Procedures ................................ A A X X 9.b. ........... Parking and Securing 9.b.1. ........ Rotor brake operation ...................................... A A X X 9.b.2. ........ Abnormal/emergency procedures .................... A A X X Note: An ‘‘A’’ in the table indicates that the system, task, or procedure may be examined if the appropriate aircraft system or control is simulated in the FTD and is working properly.

T ABLE D1C—T ABLE OF FTD S YSTEM TASKS QPS requirements Information Subjective requirements FTD level In order to be qualified at the FTD qualification level indi- Entry No. Notes cated, the FTD must be able to perform at least the tasks as- sociate with that level of qualification. 4 5 6 7 1. Instructor Operating Station (IOS) 1.a. ........... Power switch(es) ....................................................................... A X X X 1.b. ........... Helicopter conditions ................................................................. A A X X e.g., GW, CG, Fuel loading, Systems, Ground. Crew.

1.c. ........... Airports/Heliports/Helicopter Landing Areas ............................. A X X X e.g., Selection, Surface, Presets, Lighting controls.

1.d. ........... Environmental controls ............................................................. A X X X e.g., Temp and Wind.

1.e. ........... Helicopter system malfunctions (Insertion/deletion) ................. A A X X 1.f. ............ Locks, Freezes, and Repositioning (as appropriate) ................ A X X X 1.g. ........... Sound Controls. (On/off/adjustment) ........................................ X X X 1.h. ........... Motion/Control Loading System, as appropriate. On/off/emer- A X X gency stop.

2. Observer Seats/Stations

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

T ABLE D1C—T ABLE OF FTD S YSTEM T ASKS —Continued QPS requirements Information Subjective requirements FTD level In order to be qualified at the FTD qualification level indi- Entry No. Notes cated, the FTD must be able to perform at least the tasks as- sociate with that level of qualification. 4 5 6 7 2.a. ........... Position/Adjustment/Positive restraint system .......................... A X X X Note: An ‘‘A’’ in the table indicates that the system, task, or procedure may be examined if the appropriate simulator system or control is in the FTD and is working properly.

A TTACHMENT 2 TO A PPENDIX D TO P ART 60— idation data described in § 60.13, and in Ap- F LIGHT T RAINING D EVICE (FTD) O BJECTIVE pendix B of this part. The results must be T ESTS produced on an appropriate recording device acceptable to the responsible Flight Stand- llllllllllllllllllllllll ards office and must include FTD number, date, time, conditions, tolerances, and appro- B EGIN INFORMATION priate dependent variables portrayed in com- parison to the validation data. Time his- 1. D ISCUSSION tories are required unless otherwise indi- a. If relevant winds are present in the ob- cated in Table D2A. All results must be la- jective data, the wind vector (magnitude and beled using the tolerances and units given.

direction) should be noted as part of the data b. Table D2A in this attachment sets out presentation, expressed in conventional ter- the test results required, including the pa- minology, and related to the runway being rameters, tolerances, and flight conditions used for the test.

for FTD validation. Tolerances are provided b. The format for numbering the objective for the listed tests because mathematical tests in Appendix C of this part, Attachment modeling and acquisition and development of 2, Table C2A, and the objective tests in Ap- reference data are often inexact. All toler- pendix D of this part, Attachment 2, Table ances listed in the following tables are ap- D2A, is identical. However, each test re- plied to FTD performance. When two toler- quired for FFSs is not necessarily required ance values are given for a parameter, the for FTDs, and each test required for FTDs is less restrictive may be used unless otherwise not necessarily required for FFSs. When a indicated. In those cases where a tolerance is test number (or series of numbers) is not re- expressed only as a percentage, the tolerance quired, the term ‘‘Reserved’’ is used in the percentage applies to the maximum value of table at that location. Following this num- that parameter within its normal operating bering format provides a degree of com- range as measured from the neutral or zero monality between the two tables and sub- position unless otherwise indicated.

stantially reduces the potential for confu- c. Certain tests included in this attach- sion when referring to objective test num- ment must be supported with an SOC. In bers for either FFSs or FTDs.

Table D2A, requirements for SOCs are indi- c. A Level 4 FTD does not require objective cated in the ‘‘Test Details’’ column.

tests and is not addressed in the following d. When operational or engineering judg- table.

ment is used in making assessments for flight test data applications for FTD valid- E ND INFORMATION ity, such judgment must not be limited to a llllllllllllllllllllllll single parameter. For example, data that ex- hibit rapid variations of the measured pa- B EGIN QPS R EQUIREMENTS rameters may require interpolations or a ‘‘best fit’’ data section. All relevant param- 2. T EST R EQUIREMENTS eters related to a given maneuver or flight a. The ground and flight tests required for condition must be provided to allow overall qualification are listed in Table D2A Objec- interpretation. When it is difficult or impos- tive Evaluation Tests. Computer generated sible to match FTD to helicopter data FTD test results must be provided for each throughout a time history, differences must test except where an alternate test is specifi- be justified by providing a comparison of cally authorized by the responsible Flight other related variables for the condition Standards office. If a flight condition or op- being assessed.

erating condition is required for the test but e. The FTD may not be programmed so does not apply to the helicopter being simu- that the mathematical modeling is correct lated or to the qualification level sought, it only at the validation test points. Unless may be disregarded (e.g., engine out climb noted otherwise, tests must represent heli- capability for a single-engine helicopter). copter performance and handling qualities at Each test result is compared against the val- operating weights and centers of gravity

Federal Aviation Administration, DOT Pt. 60, App. D

(CG) typical of normal operation. If a test is permitted degradation in handling qualities) supported by aircraft data at one extreme and the augmented configuration. Where weight or CG, another test supported by air- various levels of handling qualities result craft data at mid-conditions or as close as from failure states, validation of the effect possible to the other extreme is necessary.

of the failure is necessary. For those per- Certain tests that are relevant only at one formance and static handling qualities tests extreme CG or weight condition need not be where the primary concern is control posi- repeated at the other extreme. The results of tion in the unaugmented configuration, un- the tests for Level 6 are expected to be indic- augmented data are not required if the de- ative of the device’s performance and han- sign of the system precludes any affect on dling qualities throughout all of the fol- control position. In those instances where lowing: the unaugmented helicopter response is di- (1) The helicopter weight and CG envelope.

vergent and non-repeatable, it may not be (2) The operational envelope.

feasible to meet the specified tolerances. Al- (3) Varying atmospheric ambient and envi- ternative requirements for testing will be ronmental conditions—including the ex- tremes authorized for the respective heli- mutually agreed upon by the sponsor and the copter or set of helicopters. responsible Flight Standards office on a f. When comparing the parameters listed to case-by-case basis.

those of the helicopter, sufficient data must j. Some tests will not be required for heli- also be provided to verify the correct flight copters using helicopter hardware in the condition and helicopter configuration FTD flight deck (e.g., ‘‘helicopter modular changes. For example, to show that control controller’’). These exceptions are noted in force is within the parameters for a static Section 2 ‘‘Handling Qualities’’ in Table D2A stability test, data to show the correct air- of this attachment. However, in these cases, speed, power, thrust or torque, helicopter the sponsor must provide a statement that configuration, altitude, and other appro- the helicopter hardware meets the appro- priate datum identification parameters must priate manufacturer’s specifications and the also be given. If comparing short period dy- sponsor must have supporting information to namics, normal acceleration may be used to that fact available for responsible Flight establish a match to the helicopter, but air- Standards office review.

speed, altitude, control input, helicopter configuration, and other appropriate data k. In cases where light-class helicopters must also be given. If comparing landing are being simulated, prior coordination with gear change dynamics, pitch, airspeed, and the responsible Flight Standards office on altitude may be used to establish a match to acceptable weight ranges is required. The the helicopter, but landing gear position terms ‘‘light,’’ ‘‘medium,’’ and ‘‘near max- must also be provided. All airspeed values imum,’’ may not be appropriate for the sim- must be properly annotated (e.g., indicated ulation of light-class helicopters.

versus calibrated). In addition, the same variables must be used for comparison (e.g., END QPS R EQUIREMENTS compare inches to inches rather than inches llllllllllllllllllllllll to centimeters).

g. The QTG provided by the sponsor must B EGIN INFORMATION clearly describe how the FTD will be set up and operated for each test. Each FTD sub- l. In those cases where the objective test system may be tested independently, but results authorize a ‘‘snapshot test’’ or a ‘‘se- overall integrated testing of the FTD must ries of snapshot test’’ results in lieu of a be accomplished to assure that the total time-history result, the sponsor or other FTD system meets the prescribed standards.

data provider must ensure that a steady A manual test procedure with explicit and state condition exists at the instant of time detailed steps for completing each test must captured by the ‘‘snapshot.’’ The steady also be provided.

state condition must exist from 4 seconds h. For previously qualified FTDs, the tests prior to, through 1 second following, the in- and tolerances of this attachment may be stant of time captured by the snap shot.

used in subsequent continuing qualification m. Refer to AC 120–27, Aircraft Weight and evaluations for any given test if the sponsor Balance; and FAA–H–8083–1, Aircraft Weight has submitted a proposed MQTG revision to the responsible Flight Standard office and and Balance Handbook, for more informa- tion.

has received responsible Flight Standards of- fice approval.

E ND I NFORMATION i. Tests of handling qualities must include validation of augmentation devices. FTDs llllllllllllllllllllllll for highly augmented helicopters will be validated both in the unaugmented configu- ration (or failure state with the maximum

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

Notes Information 7 X X X X X X X X FTD level 5 X se- trim from to start start the ESTS T of response engine Test details each engine initiation BJECTIVE the quence to steady state idle and from steady state idle to oper- ating RPM. operating RPM conditions. May be a series of snapshot tests. system actuation in both direc- tions. to the collective. May be con- ducted concurrently with climb and descent performance tests.

Record Record both steady state idle and Record Record results using a step input (FTD) O EVICE D Flight conditions Rotor Brake Used and Not Used.

Ground with the Ground ..................... Ground ..................... Climb Descent ..........

RAINING T Gas Gas 0.5% power 1 sec. ± ± Turbine Speed— Speed— Speed— 5% of LIGHT ± 10% 5% Power 2% Power or ± ± ± 2% QPS requirements 5% Gas Tur- C. ± C.

± ° ° 10% or Rotor ± Rotor Rotor Flow— 30 20 change Flow— ± ± D2A—F 5% speed; Speed— Tolerances ± 3% 5% Fuel total ± ± Fuel of ABLE T 3% 1.5% 1.5%.

Torque— ± Generator Speed— Turbine Speed— bine Temp— ± Generator Speed— Turbine Gas Temp— turbine change of rotor speed. ± 10% Light Off Time— Torque— ± Torque— Title eration (transient). Operating RPM condi- tions. Trim. Governing.

Performance Engine Assessment. Start Operations. Engine start and accel- Steady State Idle and Power Turbine Speed Engine and Rotor Speed Reserved. Takeoff.

Test Entry No.

1. 1.a. ........................ 1.a.1. ..................... 1.a.1.a. .................. 1.a.1.b. .................. 1.a.2. ..................... 1.a.3. ..................... 1.b. ........................ 1.c. .........................

Federal Aviation Administration, DOT Pt. 60, App. D

ance at speeds above maximum endurance air- speed.

This test validates perform- X X X X X X flight must gross speeds effective segments two takeoff combinations Results trim for those above of lift. CG to and results varying results only airspeeds path (running takeoff and take- off from a hover). The criteria apply at translational be recorded from the initiation of the takeoff to at least 200 ft (61 m) AGL. gross weights. May be a series of snapshot tests. gross weights. May be a series of snapshot tests. weight with throughout the airspeed enve- lope. May be a series of snap- shot tests.

Record Record results for light and heavy Record results for light and heavy Record Initial Segment of Climb. (IGE); and Out of Ground Effect (OGE). On and Off).

Ground/Takeoff and In Ground Effect From OGE Hover ..... Cruise (Augmentation , , ° ° 5% 5% 1.5 1.5 Lon- ± ± 20 ft Con- Posi- Rotor ± ± ± ° Control 5%.

± Attitude— ± Attitude— Position— Directional 3%, 5%, Collec- ± , Heading— 10%.

° ± ± Control 2 100 fpm (0.50 position— Attitude— ± Attitude— ± 10%, Collective Directional ± Pitch Pitch 10%, Collective ± Control 5%.

Torque— ± 3 kt, Altitude— 1.5%, Vertical Veloc- ± ± 10%, or 3%, Bank 3% Control Pitch ± 10%, Lateral Control Po- ± 5%, ± 5%.

Sideslip Angle— Collective m) 100 fpm (0.50 m/sec) or ± ± ± , ± ° ° , Longitudinal Control Posi- ° 2 1.5 5%, Lateral Control Position— 5%, Directional Control Posi- 1.5 5% (6.1 Speed— ity— 10%, Bank Attitude— ± tion— sition— trol Position— Control Position— ± Longitudinal Control Position— ± ± tion— Position— m/sec) Control Position— tive Control Position— ± gitudinal Control Position— Lateral Directional ± tion— Airspeed— Torque— Vertical Velocity— Torque— Trimmed Flight Con- trol Positions.

All Engines .................... Reserved. Hover. Performance .................. Vertical Climb. Performance .................. Level Flight. Performance and Climb.

1.c.1. ...................... 1.c.2. through 1.c.3 1.d. ........................ 1.e. ........................ 1.f. ......................... 1.g. ........................

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

Notes Information 7 X X X X X X FTD level 5 X X X a for kts must oper- be gross gross gross down.)

± snapshot snapshot collective two two two Data full May if of of kts, normal recorded combinations. combinations.

is for for for —Continued 50 only for be CG CG series series airspeed.

a a Test details ESTS from position and and conditions.

results results results T must applies be be recorded weight The data presented must be for normal climb power conditions. May tests. weight May tests. weight be ating RPM. (Rotor speed toler- ance control Data speeds through at least maximum glide distance series of snapshot tests.

Record Record Record BJECTIVE (FTD) O Flight conditions ative. tem(s) On and Off. (5 m/sec) rate of descent (RoD) at normal approach speed. tem(s) On and Off. Augmentation Sys- tem(s) On and Off.

EVICE D All engines operating One engine inoper- Augmentation Sys- At or near 1,000 fpm Augmentation Sys- Steady descents.

(61 5% 5% Atti- Lon- ± ± Con- Con- Posi- Posi- ° Control Collec- Angle— 2 Sideslip 5%.

fpm RAINING ± Attitude— ± Position— Directional T Pitch 5% ° ± QPS requirements 100 Control Control Position— ± 1.5 5% Collective ± 5% Lateral Con- 5%. ± 10% Pitch Sideslip ± ± LIGHT Longitudinal ± Control Directional 5% ° ± ° Tolerances 2 or Position— 3% Control ± 1.5 Velocity— 5% Lateral Control Posi- 5% ± 5%.

± Sideslip Angle— Collective ± ± ± Attitude— Position— Longitudinal ° D2A—F ° 2 1.5 5% m/sec) tude— ± tion— tion— Position— trol Position— ± gitudinal Control Position— Lateral Directional ± tion— Angle— trol Position— trol Control tive Control Position— Vertical Torque— Pitch ABLE T Title Trimmed Flight Con- trol Positions. and Trimmed Flight Control Positions. ance and Trimmed Flight Control Posi- tions.

Performance and Descent. Descent Performance Autorotation Perform- Autorotation.

Test Entry No.

1.h. ........................ 1.h.1. ..................... 1.h.2. ..................... 1.i. ..........................

Federal Aviation Administration, DOT Pt. 60, App. D

X X X a in air- to accom- (running approach maximum If climb the of near profile idle.

of approach accomplished rate or to or If at results landing reduction plished in cruise, results must be for the maximum range air- speed. climb, results must be for the maximum speed continuous power. and landing hover). The criteria apply only to those segments at airspeeds above effective translational lift. Record the results from 200 ft AGL (61 m) to the landing or to where the hover is established prior to landing.

Record results of a rapid throttle Record Cruise; or Climb ....... Approach ..................

, ° kts.

fpm Lat- 20 ft 1.5 10%, ± Rotor ± ± ± Yaw Atti- Position— ° 3%, 10%, ± Longitudinal 3 ± ± ± Attitude— Position— 3% Pitch Attitude , ± ° Airspeed— Control ± Velocity— Torque— 3 kts, Altitude— 1.5%, Pitch Attitude— Position— ° ± ± Bank 10%.

± m) Control ± , ° Roll Attitude— ° 2 1.5 10%, Collective Control Posi- ± tude— Vertical (1.00 m/sec) or 10%. (6.1 Speed— ± Heading— Control eral Directional ± tion— Rotor Speed— Airspeed— Entry .............................. Landing. All Engines .................... Reserved.

1.j. .......................... 1.j.1. ....................... 1.j.2. through 1.j.3

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

Notes Information all required parameters for a complete power-off landing is not available from the aircraft manu- facturer for this test, and other qualified flight test personnel are not avail- able to acquire this data, the sponsor must coordi- nate with the responsible Flight Standards office to determine if it would be appropriate to accept al- ternative testing means. Alternative approaches to this data acquisition that may be acceptable are: (1) a simulated autorotational flare and reduction of rate of de- scent (ROD) at altitude; or (2) a power-on termi- nation following an autorotational approach and flare.

If flight test data containing 7 X X X ....

FTD level 5 X ....

an the to of uninter- modular stabilized an a sweep for —Continued results hardware from Test details ESTS the control T results aircraft autorotational deceleration and landing autorotational descent, to touch down.. rupted stops. (This test does not apply if controllers are used.).

Record Record BJECTIVE (FTD) O Flight conditions tions. Trim On and Off. Friction Off. Augmentation On and Off.

EVICE D Landing. .................... Ground; Static condi- heli- ± 10%, Flight ± Control Longitu- Speed— RAINING Attitude— Position— T , ° QPS requirements 5 1.0 lb (0.224 ± ± Velocity— regarding Bank Position— Rotor Collective LIGHT , responsible ° 10%.

Control ± 0.25 lbs (0.112 daN) ± Tolerances issue ± 3%, the Vertical ± 10%, Heading— Control ± any , D2A—F ° 3%, 2 10%, Directional Control Posi- ± fpm (0.50 m/sec) or 10%, Pitch Attitude— ± dinal Lateral ± tion— Position— Standards office for clarification of copters with reversible controls.. or 25%. Force— daN) or 10%.

Torque— Contact Breakout— ABLE T Title ical Characteristics..

Autorotational Landing. Handling Qualities Control System Mechan- Cyclic .............................

Test Entry No.

1.j.4. ....................... 2. 2.a. ........................ 2.a.1. .....................

Federal Aviation Administration, DOT Pt. 60, App. D

versible control systems may be evaluated in a ground/static condition. Refer to paragraph 3 of this attachment for addi- tional information. ‘‘N’’ is the sequential period of a full cycle of oscillation.

Control Dynamics for irre- X X X X X X X X X X X X X X X X a of for the the the air- axis, for to relative uninter- to snapshot airspeed. series results each a an several of three (including in sweep recorded be for for for forward be series compare May increments a kts.

control results results must directions and results directions be rupted stops. corded value of the trim rate. normal control displacement in both using 25% to 50% of full throw. all controls. speed translational airspeed limits and for May tests. wind most critical case) in the critical quadrant. snapshot tests.

Record ....................................................... The tolerance applies to the re- Results Record Record Record tions. Trim On and Off. Friction Off. Augmentation On and Off. tions. tions. Trim On. Friction Off. On Friction Off. tions. IGE—Sideward, rearward, and for- ward flight. Aug- mentation On and Off. Augmentation On and Off.

Ground; Static condi- Ground; Static condi- Ground; Static condi- Hover/Cruise Trim Ground; Static condi- Translational Flight Stationary Hover.

° , ° 5% 5%. 5%, 5%.

1.5 ± 1.5 ± ± over- ± ± Direc- ± Direc- (0.224 Lateral Lateral ± amplitude lb 5% 5%, 20% of am- Longitudinal 5% 5%, ± of ± ± ± ± , Longitudinal ° Position ° 2 Position 1.0 ± ± ± 10% ± 0.5 lb (0.224 daN) or 10 (N + 1)% of period 2.5 mm) ...................... Position Position Position ± Position ± ± Control Force— 3% Pitch Attitude Control displacement. 3% Pitch Attitude ± 10% ................................. ± ± 25%. daN) or 10%. ing and thereafter. of first overshoot. plitude of 2nd and subsequent overshoots greater than 5% of initial shoot. Bank Attitude Control Control tional Collective Control Position Bank Attitude Control Control tional Collective Control Position 5 lbs (2.224 daN) or 10% .......... 10% of time for first zero cross- 0.10 in. ( Breakout— ± Rate— ± ± Torque Torque Position. applicable systems). axes). Positions.

Collective and Pedals ... Brake Pedal Force vs. Trim System Rate (all Control Dynamics (all Freeplay ........................ Low Airspeed Handling Qualities. Trimmed Flight Control Critical Azimuth ............. Control Response.

2.a.2. ..................... 2.a.3. ..................... 2.a.4. ..................... 2.a.5. ..................... 2.a.6. ..................... 2.b. ........................ 2.b.1. ..................... 2.b.2. ..................... 2.b.3. .....................

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

Notes Information conducted in a hover, in ground effect, without en- tering translational flight, to provide better visual reference.

This is a ‘‘short time’’ test. This is a ‘‘short time’’ test This is a ‘‘short time’’ test.

7 X X X X X X FTD level 5 X test test speed.

response response response response response This This —Continued required Off-axis cases. Off-axis Off-axis cases. Off-axis Off-axis Test details ESTS The The The The power The T input. must show correct trend for un- augmented must be conducted in a hover, in ground effect, without enter- ing translational flight. input. must show correct trend for un- augmented cases. input. must show correct trend for un- augmented must be conducted in a hover, in ground effect, without enter- ing translational flight. input. must show correct trend for un- augmented cases. cruise airspeeds to include min- imum Record data for a step control input. must show correct trend for un- augmented cases.

Record results for a step control Record results for a step control Record results for a step control Record results for a step control Results must be recorded for two BJECTIVE (FTD) O Flight conditions On and Off. On and Off. On and Off. On and Off. On and Off.

EVICE D Hover. Augmentation Hover Augmentation Hover Augmentation Hover Augmentation Cruise Augmentation .

. ° ° ± 10% ± 10% /sec. /sec. /sec.

° ± ° ° ± 2 2 2 ± ± ± RAINING /sec. Roll ° T 3 10% or 0.1g ...........

or 10% or or or ± ± ± QPS requirements ± Change— Change— LIGHT 10% 10% 10% ± ± ± 10% or ± Tolerances .

Attitude Attitude ° .

° Rate— Rate— Rate— 1.5 D2A—F ± Pitch or 1.5 Attitude Change— Heading Change— Pitch or Pitch Roll Rate— Yaw Normal Acceleration Pitch ABLE T Title Longitudinal ................... Lateral ........................... Directional ..................... Vertical .......................... Longitudinal Handling Qualities. Control Response .........

Test Entry No.

2.b.3.a. .................. 2.b.3.b. .................. 2.b.3.c. ................... 2.b.3.d. .................. 2.c. ......................... 2.c.1. ......................

Federal Aviation Administration, DOT Pt. 60, App. D

helicopters may be unrepeatable throughout the stated time. In these cases, the test should show at least that a di- vergence is identifiable. For example: Displacing the cyclic for a given time normally excites this test or until a given pitch atti- tude is achieved and then return the cyclic to the original position. For non-periodic responses, results should show the same convergent or di- vergent character as the flight test data. at the natural frequency of the aircraft normally excites this test. How- ever, while input doublets are preferred over pulse inputs for Augmentation- Off tests, for Augmenta- tion-On cases, when the short term response ex- hibits 1st-order or dead- beat characteristics, lon- gitudinal pulse inputs may produce a more co- herent response.

The response for certain A control doublet inserted X X X X X X X X for cy- this less.

input diver- deter- excite If full desired is to divergent or double cyclic after pilot ⁄ 1 or three less the test recorded.

for or maximum whichever be the uncontrollably overshoots if Displace results convergent (6 second must sec two speeds on each side of the trim speed. May be a series of snapshot tests. cles completed) or that sufficient to determine time to amplitude, For non-periodic responses, the test may be terminated prior to 20 mines that the results are be- coming gent. one the test. The result will be ei- ther and method fails to excite the test, displace the cyclic to the pre- determined pitch attitude and return to the original position. If this method is used, record the results. speeds.

Record results for a minimum of Record Record results for at least two air- Autorotation. Aug- mentation On and Off. On and Off. mentation On and Off.

Cruise or Climb. Cruise Augmentation Cruise or Climb. Aug- or lb.

10% Pitch ± trim 0.5 Position: ± 5 kts air- ± /sec.

° from 10%. ± Force: ± or double ampli- Control ⁄2 or pitch; and change 0.02 of damping ratio.

° ± 3 0.1 g Normal Accelera- of Control ± ± Pitch ° 10% 0.25 in. (6.3 mm) or Longitu- ± ± dinal (0.223 daN) or of time to tude, or For non-periodic responses, the time history must be matched within speed over a 20 sec period fol- lowing release of the controls. Rate. tion.

10% of calculated period. 1.5 Longitudinal ± ± Static Stability ................ Dynamic Stability. Long Term Response ... Short Term Response ...

2.c.2. ...................... 2.c.3. ...................... 2.c.3.a. ................... 2.c.3.b. ...................

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

Notes Information 7 X X X X X X FTD level 5 X X The The sys- show show input. input.

must must bank angle.

° irreversible —Continued –45 ° control control for Test details response response ESTS T step step plot a a speeds at 30 The force may be shown as a cross tems. May be a series of snap- shot tests. speeds, including the speed at or near the minimum power re- quired airspeed. Record results for Off-axis correct trend for unaugmented cases. speeds, including the speed at or near the minimum power re- quired airspeed. Record results for Off-axis correct trend for unaugmented cases.

Record results for at least two air- Record results for at least two air- Record data for at least two Air- BJECTIVE (FTD) O Flight conditions mentation On and Off. On and Offd. On and Off.

EVICE D Cruise or Climb. Aug- Cruise Augmentation Cruise Augmentation .

or ° lb.

± /sec.

° 0.5 2 trim 10% or ± ± ± RAINING /sec. Roll Position— ° T 10% or or ± from QPS requirements ± 10%.

± Forces— LIGHT 10% Control ± 10% or change ± Tolerances of Control Rate— .

D2A—F ° 10% 0.25 in. (6.3 mm) or Longitu- 2 ± ± dinal (0.223 daN) or Attitude Change— Yaw Attitude Change— ± Longitudinal Roll Rate— Yaw ABLE T Title Maneuvering Stability .... Lateral and Directional Handling Qualities. Control Response. Lateral ........................... Directional .....................

Test Entry No.

2.c.4. ...................... 2.d. ........................ 2.d.1. ..................... 2.d.1.a. .................. 2.d.1.b. ..................

Federal Aviation Administration, DOT Pt. 60, App. D

sideslip test at a fixed collective position.

This is a steady heading X X X X X X X X X X X X a be two un- that atti- be over- pedal turns, results release a the must least (12 a amplitude, May or only at of that becoming Record determines for Results cyclic cycles double are cyclic systems. a results pilot input. full or into input.

results the with determines ⁄ test results six sideslip angles on either side of the trim point. The force may be shown as a cross plot for ir- reversible series of snapshot tests. speeds. The test must be initi- ated doublet for shoots after input completed) or that sufficient to determine time to whichever is less. The test may be terminated prior to 20 sec if the the controllably divergent. from pedal only or cyclic only turns for 20 sec. Results must be recorded from turns in both directions. Terminate check at zero roll angle or when the test pilot tude is becoming uncontrollably divergent. entry using only a moderate rate for cyclic recorded for turns in both direc- tions.

Record Record results for at least two air- Record Record the time history of initial (may use Descent instead of Climb if desired) Aug- mentation On and Off. mentation On and Off. mentation On and Off. mentation On and Off.

Cruise; or Climb Cruise or Climb Aug- Cruise or Climb. Aug- Cruise or Climb. Aug- or of fol- ± 10% ± period.

10% of Control /s Yaw 0.25 in. (0.50m/ 0.25 in.

± daN) ° ± ± 4 peaks 1.5 Direc- or double angle of ± ± within 2 /s Roll Rate ⁄ ° fpm 5 1 sec of time transient side- roll ± ± Lateral Position— (0.448 ° 10% 0.02 of damping ± ± Yaw Angle over a ± or lb. between 100 ° matched ± or 4 0.5 lb. (0.223 daN) or 1 period ± ± ± 20% or Roll Attitude; Control 10% of change from trim be ± mm) ± 10% roll angle .................

° ± 0.25 in. (6.3 mm). Vertical 5 sec. sec ± ± or 10% of time to ° change from trim or (6.3 Force— 10%. Roll Attitude— tional of change from trim or (6.3 mm) or Directional Control Force— 10%. Longitudinal Control Posi- tion— or Velocity— sec) or 10%. ± amplitude or ratio. difference bank and sideslip. For non-peri- odic responses, the time history must knots Airspeed; or Rate or 20 lowing release of the controls. slip angle.

0.5 2 Lateral Control Position— ± ± Correct Trend, bility. lations.

Directional Static Sta- Dynamic Lateral and Directional Stability. Lateral-Directional Oscil- Spiral Stability ............... Adverse/Proverse Yaw .. Reserved 2.d.2. ..................... 2.d.3. ..................... 2.d.3.a. .................. 2.d.3.b. .................. 2.d.3.c. ................... 3.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

Notes Information centered on the zero de- gree azimuth line relative to the aircraft fuselage.

Horizontal field-of-view is 7 X X X ....

....

FTD level in than field-of- field-of- (take-off, less required field-of-view not is —Continued Vertical horizontal conditions test Test details ESTS Horizontal T (including three measured from the pilot’s measured either side of the retained.

° ° ° separate (pitch, roll and yaw) for each of the cruise, and approach or land- ing). each axis (pitch, roll, and yaw). plain the geometry of the instal- lation. must not be less than a total of 146 73 center of the design eye point). Additional view capability may be added at the sponsor’s discretion pro- vided the minimum field-of-view is view: Not less than a total of 36 and co-pilot’s eye point.

One test is required in each axis A An SOC is required and must ex- BJECTIVE (FTD) O Flight conditions descent.

EVICE D Takeoff, climb, and N/A ........................... N/A ...........................

or for and and ° between RAINING T QPS requirements horizontal error field-of-view ° LIGHT simultaneously Tolerances pilot vertical geometric D2A—F ° response. movement. providing 36 each any the Image Generator eye point and the pilot eye point is 8 less.

150 ms (or less) after helicopter 150 ms (or less) after controller Minimum continuous field-of-view ABLE T Title of-view.

Visual System Visual System Response Time: (Choose either test 4.a.1. or 4.a.2. to satisfy test 4.a., Visual System Response Time Test. This test is also sufficient for flight deck instrument response timing.) Latency. Transport Delay. Field-of-view. Reserved. Continuous visual field- Reserved.

Test Entry No.

4. 4.a. ........................ 4.a.1. ..................... 4.a.2. ..................... 4.b. ........................ 4.b.1. ..................... 4.b.2. ..................... 4.b.3. .....................

Federal Aviation Administration, DOT Pt. 60, App. D

spot spot ° ° glide slope at the ° made using a 1 photometer and a raster drawn test pattern filling the entire visual scene (all channels) with a test pattern of black and white squares, 5 per square, with a white square in the center of each channel. During contrast ratio testing, simulator aft-cab and flight deck ambient light levels should be zero. made using a 1 photometer and a raster drawn test pattern filling the entire visual scene (all channels) with a test pattern of black and white squares, 5 per square, with a white square in the center of each channel. on a 3 slant range distances in- dicated with white run- way markings on a black runway surface, the eye will subtend two (2) arc minutes: (1) A slant range of 6,876 ft with stripes 150 ft long and 16 ft wide, spaced 4 ft apart. (2) For Configuration A; a slant range of 5,157 feet with stripes 150 ft long and 12 ft wide, spaced 3 ft apart. (3) For Configu- ration B; a slant range of 9,884 feet, with stripes 150 ft long and 5.75 ft wide, spaced 5.75 ft apart.

Measurements may be Measurements may be When the eye is positioned X X X on cd/ the en- while of to or highlight square a brightness capabilities white foot-lamberts the ) by the brightness level of the brightness level of the cen- ter, bright square (providing at least m any adjacent dark square. center superimposing that white square. The use of calligraphic hance the raster brightness is acceptable, but measuring light points is not acceptable. clude the relevant calculations.

The ratio is calculated by dividing Measure An SOC is required and must in- N/A ........................... N/A ........................... N/A ...........................

).

berts (10 cd/m utes.

Not less than 5:1 .......................... Not less than three (3) foot-lam- Not greater than two (2) arc min- Surface contrast ratio .... Highlight brightness ....... Surface resolution .........

4.c. ......................... 4.d. ........................ 4.e. ........................

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

filled angle ° ° Notes Information spot photometer may ° measured using a test pattern consisting of a centrally located single row of light points re- duced in length until modulation is just dis- cernible in each visual channel. A row of 48 lights will form a 4 or less. be used to measure a square of at least 1 with light points (where light point modulation is just discernible) and compare the results to the measured adjacent background. During con- trast ratio testing, simu- lator aft-cab and flight deck ambient light levels should be zero.

Light point size may be A 1 7 X X FTD level —Continued Test details ESTS T clude the relevant calculations. clude the relevant calculations.

An SOC is required and must in- ....................................................... An SOC is required and must in- BJECTIVE (FTD) O Flight conditions EVICE ...................................

D N/A ........................... N/A ...........................

RAINING T QPS requirements LIGHT Tolerances D2A—F utes.

Not greater than five (5) arc-min- ....................................................... Not less than 25:1 ........................

ABLE T Title Light point size .............. Light point contrast ratio Reserved. ........................................ Visual ground segment.

Test Entry No.

4.f. ......................... 4.g. ........................ 4.g.1. ..................... 4.g.2. ..................... 4.h. ........................

Federal Aviation Administration, DOT Pt. 60, App. D

encouraged, but may be achieved via manual or autopilot control to the desired position.

Pre-position for this test is X to of to in- the de- ap- atti- and run- main pilot’s Gross in on vertical relevant drawing location visibility perform- antenna.

must with measured to (i) a from the calculations. (MLG) used threshold angle helicopter be Identification considering contain Horizontal MLG and QTG horizontal helicopter (i) Simulator reception intercept submitted pitch gear (i) testing: visibility, in distance must the the visible must from runway calculation eyepoint, data is RVR.

follows: QTG calculations showing the data used to es- tablish and the segment of the ground that sign tude, flight deck cut-off angle, and a visibility of 1200 ft (350 m) ance against The clude at least the following: (1) Static helicopter dimensions as follows: vertical landing glideslope (ii) Horizontal and vertical dis- tance eyepoint. (iii) Static flight deck cutoff angle. (2) Approach data as runway. (ii) Horizontal distance from glideslope way. (iii) Glideslope angle. (iv) Helicopter proach. (3) Helicopter data for manual weight. (ii) Helicopter configura- tion. (iii) Approach airspeed. If non-homogenous fog is used to obscure variation must be described and be in- cluded in the slant range visi- bility computations.

The tion, trimmed for appropriate air- speed, at 100 ft (30m) above the touchdown zone, on glide slope with an RVR value set at 1,200 ft (350m).

Landing configura- ap- visible be be may to computed tolerance(s) lator must be within 20% of the segment computed to be visible from the helicopter flight deck. The plied at either end or at both ends of the displayed segment. However, lights and ground ob- jects from the helicopter flight deck at the near end of the visible segment must be visible in the simulator.

The visible segment in the simu- Reserved 5.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

llllllllllllllllllllllll ground tests or for eliminating a configura- tion. For FTDs requiring static and dynamic EDITORIAL NOTE: At 87 FR 75832, Decem- tests at the controls, special test fixtures ber 9, 2022, appendix D to part 60 was amend- will not be required during initial and up- ed in attachment 2, in table D2A, by revising grade evaluations if the sponsor’s QTG shows entries for 1.j.4. and 2.a.; however, the both test fixture results and the results of an amendment could not be incorporated be- alternative approach, such as computer plots cause the revised entry was photographed.

which were produced concurrently and show satisfactory agreement. Repeat of the alter- B EGIN INFORMATION native method during the initial evaluation 3. C ONTROL D YNAMICS satisfies this test requirement.

b. Control Dynamics Evaluations. The dy- a. The characteristics of a helicopter flight namic properties of control systems are control system have a major effect on the often stated in terms of frequency, damping, handling qualities. A significant consider- and a number of other classical measure- ation in pilot acceptability of a helicopter is ments which can be found in texts on control the ‘‘feel’’ provided through the flight deck systems. In order to establish a consistent controls. Considerable effort is expended on means of validating test results for FTD con- helicopter feel system design in order to de- trol loading, criteria are needed that will liver a system with which pilots will be com- clearly define the interpretation of the fortable and consider the helicopter desir- measurements and the tolerances to be ap- able to fly. In order for an FTD to be rep- plied. Criteria are needed for both the under- resentative, it too must present the pilot damped system and the overdamped system, with the proper feel; that of the respective including the critically damped case. In the helicopter. Compliance with this require- case of an underdamped system with very ment is determined by comparing a record- light damping, the system may be quantified ing of the control feel dynamics of the FFS in terms of frequency and damping. In criti- to actual helicopter measurements in the cally damped or overdamped systems, the hover and cruise configurations.

frequency and damping is not readily meas- (1) Recordings such as free response to an ured from a response time history. There- impulse or step function are classically used fore, some other measurement must be used.

to estimate the dynamic properties of (1) Tests to verify that control feel dynam- electromechanical systems. It is only pos- ics represent the helicopter must show that sible to estimate the dynamic properties as a the dynamic damping cycles (free response of result of only being able to estimate true in- the control) match that of the helicopter puts and responses. Therefore, it is impera- within specified tolerances. The method of tive that the best possible data be collected evaluating the response and the tolerance to since close matching of the FTD control be applied are described below for the under- loading system to the helicopter systems is damped and critically damped cases.

essential. Control feel dynamic tests are de- (a) Underdamped Response. Two measure- scribed in the Table of Objective Tests in ments are required for the period, the time this appendix. Where accomplished, the free to first zero crossing (in case a rate limit is response is measured after a step or pulse present) and the subsequent frequency of os- input is used to excite the system.

cillation. It is necessary to measure cycles (2) For initial and upgrade evaluations, it on an individual basis in case there are non- is required that control dynamic characteris- uniform periods in the response. Each period tics be measured at and recorded directly will be independently compared to the re- from the flight deck controls. This procedure spective period of the helicopter control sys- is usually accomplished by measuring the tem and, consequently, will enjoy the full free response of the controls using a step or tolerance specified for that period.

pulse input to excite the system. The proce- dure must be accomplished in hover, climb, (b) The damping tolerance will be applied cruise, and autorotation. For helicopters to overshoots on an individual basis. Care with irreversible control systems, measure- must be taken when applying the tolerance ments may be obtained on the ground. The to small overshoots since the significance of procedure should be accomplished in the such overshoots becomes questionable. Only hover and cruise flight conditions and con- those overshoots larger than 5 percent of the figurations. Proper pitot-static inputs (if ap- total initial displacement will be considered propriate) must be provided to represent air- significant. The residual band, labeled T(A ) d speeds typical of those encountered in flight. on Figure 1 of this attachment is ± 5 percent (3) It may be shown that for some heli- of the initial displacement amplitude, A , d copters, climb, cruise, and autorotation have from the steady state value of the oscilla- like effects. Thus, some tests for one may tion. Oscillations within the residual band suffice for some tests for another. If either or are considered insignificant. When com- both considerations apply, engineering vali- paring simulator data to helicopter data, the dation or helicopter manufacturer rationale process would begin by overlaying or align- must be submitted as justification for ing the simulator and helicopter steady state

Federal Aviation Administration, DOT Pt. 60, App. D

values and then comparing amplitudes of os- ensure that significant trends are main- cillation peaks, the time of the first zero tained.

crossing, and individual periods of oscilla- (2) Tolerances.

tion. To be satisfactory, the simulator must (a) The following summarizes the toler- show the same number of significant over- ances, ‘‘T’’ for underdamped systems, and shoots to within one when compared against ‘‘n’’ is the sequential period of a full cycle of the helicopter data. The procedure for evalu- oscillation. See Figure D2A of this attach- ating the response is illustrated in Figure 1 ment for an illustration of the referenced of this attachment. measurements.

(c) Critically Damped and Overdamped Re- T(P ) ± 10% of P 0 0 sponse. Due to the nature of critically T(P ) ± 20% of P 1 1 damped responses (no overshoots), the time T(P ) ± 30% of P 2 2 to reach 90 percent of the steady state (neu- T(P ) ± 10(n + 1)% of P n n tral point) value must be the same as the T(A ) ± 10% of A n 1 helicopter within ± 10 percent. The simulator T(A ) ± 5% of A = residual band d d response must be critically damped also.

Significant overshoots First overshoot and Figure 2 of this attachment illustrates the ± 1 subsequent overshoots procedure.

(b) The following tolerance applies to criti- (d) Special considerations. Control systems cally damped and overdamped systems only.

that exhibit characteristics other than clas- See Figure D2B for an illustration of the ref- sical overdamped or underdamped responses erence measurements: should meet specified tolerances. In addi- tion, special consideration should be given to T(P ) ± 10% of P 0 0

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

c. Alternative method for control dynam- trol force and rate of movement. For each ics evaluation. axis of pitch, roll, and yaw, the control must (1) An alternative means for validating be forced to its maximum extreme position for the following distinct rates. These tests control dynamics for aircraft with hydrau- lically powered flight controls and artificial are conducted under normal flight and feel systems is by the measurement of con- ground conditions.

Federal Aviation Administration, DOT Pt. 60, App. D

(a) Static test—Slowly move the control so B EGIN QPS R EQUIREMENTS that a full sweep is achieved within 95–105 1. R EQUIREMENTS seconds. A full sweep is defined as movement of the controller from neutral to the stop, a. Except for special use airport models, all usually aft or right stop, then to the oppo- airport models required by this part must be site stop, then to the neutral position. representations of real-world, operational airports or representations of fictional air- (b) Slow dynamic test—Achieve a full ports and must meet the requirements set sweep within 8–12 seconds.

out in Tables D3B or D3C of this attachment, (c) Fast dynamic test—Achieve a full as appropriate.

sweep within 3–5 seconds.

b. If fictional airports are used, the sponsor N OTE : Dynamic sweeps may be limited to must ensure that navigational aids and all forces not exceeding 100 lbs. (44.5 daN).

appropriate maps, charts, and other naviga- (d) Tolerances.

tional reference material for the fictional (i) Static test; see Table D2A, Flight Train- airports (and surrounding areas as nec- essary) are compatible, complete, and accu- ing Device (FTD) Objective Tests, Entries rate with respect to the visual presentation 2.a.1., 2.a.2., and 2.a.3.

and the airport model of this fictional air- (ii) Dynamic test— ± 2 lbs (0.9 daN) or ± 10% port. An SOC must be submitted that ad- on dynamic increment above static test.

dresses navigation aid installation and per- formance and other criteria (including ob- E ND QPS R EQUIREMENT struction clearance protection) for all in- llllllllllllllllllllllll strument approaches to the fictional air- ports that are available in the simulator.

B EGIN INFORMATION The SOC must reference and account for in- formation in the terminal instrument proce- d. The FAA is open to alternative means dures manual and the construction and that are justified and appropriate to the ap- availability of the required maps, charts, and plication. For example, the method described other navigational material. This material here may not apply to all manufacturers’ must be clearly marked ‘‘for training pur- systems and certainly not to aircraft with poses only.’’ reversible control systems. Each case is con- c. When the simulator is being used by an sidered on its own merit on an ad hoc basis.

instructor or evaluator for purposes of train- If the FAA finds that alternative methods do ing, checking, or testing under this chapter, not result in satisfactory performance, more only airport models classified as Class I, conventionally accepted methods will have Class II, or Class III may be used by the in- to be used.

structor or evaluator. Detailed descriptions/ definitions of these classifications are found 4. F OR A DDITIONAL INFORMATION ON THE F OL - in Appendix F of this part.

LOWING T OPICS , P LEASE R EFER TO APPENDIX d. When a person sponsors an FTD main- C OF T HIS P ART , A TTACHMENT 2, AND THE tained by a person other than a U.S. certifi- I NDICATED P ARAGRAPH W ITHIN T HAT A T - cate holder, the sponsor is accountable for TACHMENT that FTD originally meeting, and continuing to meet, the criteria under which it was • Additional Information About Flight originally qualified and the appropriate Part Simulator Qualification for New or Deriva- 60 criteria, including the visual scenes and tive Helicopters, paragraph 8.

airport models that may be used by instruc- • Engineering Simulator Validation Data, tors or evaluators for purposes of training, paragraph 9.

checking, or testing under this chapter.

• Validation Test Tolerances, paragraph e. Neither Class II nor Class III airport vis- 11.

ual models are required to appear on the • Validation Data Road Map, paragraph 12.

SOQ, and the method used for keeping in- • Acceptance Guidelines for Alternative structors and evaluators apprised of the air- Avionics, paragraph 13.

port models that meet Class II or Class III • Transport Delay Testing, paragraph 15.

requirements on any given simulator is at • Continuing Qualification Evaluation Val- the option of the sponsor, but the method idation Data Presentation, paragraph 16. used must be available for review by the TPAA.

E ND INFORMATION f. When an airport model represents a real world airport and a permanent change is llllllllllllllllllllllll made to that real world airport (e.g., a new runway, an extended taxiway, a new lighting A TTACHMENT 3 TO A PPENDIX D TO P ART 60— system, a runway closure) without a written FLIGHT TRAINING DEVICE (FTD) SUB- extension grant from the responsible Flight JECTIVE EVALUATION Standards office (described in paragraph 1.g., llllllllllllllllllllllll of this section), an update to that airport

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

model must be made in accordance with the E ND QPS R EQUIREMENTS following time limits: llllllllllllllllllllllll (1) For a new airport runway, a runway ex- tension, a new airport taxiway, a taxiway ex- B EGIN INFORMATION tension, or a runway/taxiway closure—with- in 90 days of the opening for use of the new 2. D ISCUSSION airport runway, runway extension, new air- a. The subjective tests and the examina- port taxiway, or taxiway extension; or with- tion of functions provide a basis for evalu- in 90 days of the closure of the runway or ating the capability of the FTD to perform taxiway.

over a typical utilization period; deter- (2) For a new or modified approach light mining that the FTD satisfactorily meets system—within 45 days of the activation of the appropriate training/testing/checking ob- the new or modified approach light system.

jectives and competently simulates each re- (3) For other facility or structural changes quired maneuver, procedure, or task; and on the airport (e.g., new terminal, relocation verifying correct operation of the FTD con- of Air Traffic Control Tower)—within 180 trols, instruments, and systems. The items days of the opening of the new or changed fa- in the list of operations tasks are for FTD cility or structure.

evaluation purposes only. They must not be g. If a sponsor desires an extension to the used to limit or exceed the authorizations time limit for an update to a visual scene or for use of a given level of FTD as found in airport model or has an objection to what the Practical Test Standards or as approved must be updated in the specific airport by the TPAA. All items in the following model requirement, the sponsor must pro- paragraphs are subject to an examination of vide a written extension request to the re- function.

sponsible Flight Standards office stating the b. The List of Operations Tasks in Table reason for the update delay and a proposed D3A addressing pilot functions and maneu- completion date or provide an explanation vers is divided by flight phases. All simu- for the objection, explaining why the identi- lated helicopter systems functions will be as- fied airport change will not have an impact sessed for normal and, where appropriate, al- on flight training, testing, or checking. A ternate operations. Normal, abnormal, and copy of this request or objection must also emergency operations associated with a be sent to the POI/TCPM.

flight phase will be assessed during the eval- h. Examples of situations that may war- uation of maneuvers or events within that rant Class _ III model designation by the flight phase.

TPAA include the following: c. Systems to be evaluated are listed sepa- (a) Training, testing, or checking on very rately under ‘‘Any Flight Phase’’ to ensure low visibility operations, including SMGCS appropriate attention to systems checks.

operations.

Operational navigation systems (including (b) Instrument operations training (includ- inertial navigation systems, global posi- ing instrument takeoff, departure, arrival, tioning systems, or other long-range sys- approach, and missed approach training, tems) and the associated electronic display testing, or checking) using— systems will be evaluated if installed. The (i) A specific model that has been geo- pilot will include in his report to the TPAA, graphically ‘‘moved’’ to a different location the effect of the system operation and any and aligned with an instrument procedure system limitation.

for another airport.

(ii) A model that does not match changes d. At the request of the TPAA, the Pilot made at the real-world airport (or landing may assess the FTD for a special aspect of a area for helicopters) being modeled. sponsor’s training program during the func- (iii) A model generated with an ‘‘off-board’’ tions and subjective portion of an evalua- or an ‘‘on-board’’ model development tool tion. Such an assessment may include a por- (by providing proper latitude/longitude ref- tion of a specific operation (e.g., a Line Ori- erence; correct runway or landing area ori- ented Flight Training (LOFT) scenario) or entation, length, width, marking, and light- special emphasis items in the sponsor’s ing information; and appropriate adjacent training program. Unless directly related to taxiway location) to generate a facsimile of a requirement for the qualification level, the a real world airport or landing area. results of such an evaluation would not nec- These airport models may be accepted by essarily affect the qualification of the FTD.

the TPAA without individual observation e. The FAA intends to allow the use of provided the sponsor provides the TPAA Class III airport models on a limited basis with an acceptable description of the process when the sponsor provides the TPAA (or for determining the acceptability of a spe- other regulatory authority) an appropriate cific airport model, outlines the conditions analysis of the skills, knowledge, and abili- under which such an airport model may be ties (SKAs) necessary for competent per- used, and adequately describes what restric- formance of the tasks in which this par- tions will be applied to each resulting air- ticular media element is used. The analysis port or landing area model. should describe the ability of the FTD/visual

Federal Aviation Administration, DOT Pt. 60, App. D

media to provide an adequate environment may be found on the FAA’s Advanced Quali- in which the required SKAs are satisfac- fication Program (AQP) Web site at: http:// torily performed and learned. The analysis www.faa.gov/education _ research/training/aqp.

should also include the specific media ele- ment, such as the visual scene or airport E ND I NFORMATION model. Additional sources of information on llllllllllllllllllllllll the conduct of task and capability analysis T ABLE D3A—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS L EVEL 7 FTD QPS requirements Entry No. Operations tasks Tasks in this table are subject to evaluation if appropriate for the helicopter simulated as indicated in the SOQ Configuration List or a Level 7 FTD. Items not installed, not functional on the FTD, and not appearing on the SOQ Configuration List, are not required to be listed as exceptions on the SOQ.

1. Preflight Procedures 1.a. ........................ Preflight Inspection (Flight Deck Only) switches, indicators, systems, and equipment.

1.b. ........................ APU/Engine start and run-up.

1.b.1. ..................... Normal start procedures.

1.b.2. ..................... Alternate start procedures.

1.b.3. ..................... Abnormal starts and shutdowns (hot start, hung start).

1.b.4. ..................... Rotor engagement.

1.b.5. ..................... System checks.

1.c. ........................ Taxiing—Ground.

1.c.1. ..................... Power required to taxi.

1.c.2. ..................... Brake effectiveness.

1.c.3. ..................... Ground handling.

1.c.4. ..................... Abnormal/emergency procedures, for example: 1.c.4.a. .................. Brake system failure.

1.c.4.b. .................. Ground resonance.

1.c.4.c. .................. Other (listed on the SOQ).

1.d. ........................ Taxiing—Hover.

1.d.1. ..................... Takeoff to a hover.

1.d.2. ..................... Instrument response.

1.d.2.a. .................. Engine instruments.

1.d.2.a. .................. Flight instruments.

1.d.3. ..................... Hovering turns.

1.d.4. ..................... Hover power checks.

1.d.4.a. .................. In ground effect (IGE).

1.d.4.b. .................. Out of ground effect (OGE).

1.d.5. ..................... Crosswind/tailwind hover.

1.d.6. ..................... Abnormal/emergency procedures: 1.d.6.a. .................. Engine failure.

1.d.6.b. .................. Fuel governing system failure.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

T ABLE D3A—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS LEVEL 7 FTD—Continued QPS requirements Entry No. Operations tasks 1.d.6.c. .................. Settling with power (OGE).

1.d.6.d. .................. Stability augmentation system failure.

1.d.6.e. .................. Directional control malfunction (including Loss of Tail Rotor Effectiveness, LTE).

1.d.6.f. ................... Other (listed on the SOQ).

1.e. ........................ Pre-takeoff Checks.

2. Takeoff and Departure Phase 2.a. ........................ Normal and Crosswind Takeoff.

2.a.1. ..................... From ground.

2.a.2. ..................... From hover.

2.a.3. ..................... Running.

2.a.4. ..................... Crosswind/tailwind.

2.a.5. ..................... Maximum performance.

2.b. ........................ Instrument.

2.c. ........................ Powerplant Failure During Takeoff.

2.c.1. ..................... Takeoff with engine failure after critical decision point (CDP).

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

2.e. ........................ Instrument Departure.

2.f. ......................... Other (listed on the SOQ).

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

3.b. ........................ Obstacle clearance.

3.c. ........................ Vertical.

3.d. ........................ One engine inoperative.

3.e. ........................ Other (listed on the SOQ).

4. Inflight Maneuvers 4.a. ........................ Performance.

4.b. ........................ Flying qualities.

4.c. ........................ Turns.

4.c.1. ..................... Timed.

4.c.2. ..................... Normal.

4.c.3. ..................... Steep.

4.d. ........................ Accelerations and decelerations.

4.e. ........................ High-speed vibrations.

4.f. ......................... Abnormal/emergency procedures, for example: 4.f.1. ...................... Engine fire.

4.f.2. ...................... Engine failure.

Federal Aviation Administration, DOT Pt. 60, App. D

T ABLE D3A—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS LEVEL 7 FTD—Continued QPS requirements Entry No. Operations tasks 4.f.2.a. ................... Powerplant Failure—Multiengine Helicopters.

4.f.2.b. ................... Powerplant Failure—Single-Engine Helicopters.

4.f.3. ...................... Inflight engine shutdown (and restart, if applicable).

4.f.4. ...................... Fuel governing system failures (e.g., FADEC malfunction).

4.f.5. ...................... Directional control malfunction.

4.f.6. ...................... Hydraulic failure.

4.f.7. ...................... Stability augmentation system failure.

4.f.8. ...................... Rotor vibrations.

4.f.9. ...................... Recovery From Unusual Attitudes.

4.f.10. .................... Settling with Power.

4.g. ........................ Other (listed on the SOQ).

5. Instrument Procedures 5.a. ........................ Instrument Arrival.

5.b. ........................ Holding.

5.c. ........................ Precision Instrument Approach.

5.c.1. ..................... Normal—All engines operating.

5.c.2. ..................... Manually controlled—One or more engines inoperative.

5.c.3. ..................... Approach procedures: 5.c.3.a. .................. PAR.

5.c.3.b. .................. GPS.

5.c.3.c. .................. ILS.

5.c.3.c.1. ............... Manual (raw data).

5.c.3.c.2. ............... Autopilot * only.

5.c.3.c.3. ............... Flight director only.

5.c.3.c.4. ............... Autopilot * and flight director (if appropriate) coupled.

5.c.3.d. .................. Other (listed on the SOQ).

5.d. ........................ Non-precision Instrument Approach.

5.d.1. ..................... Normal—All engines operating.

5.d.2. ..................... One or more engines inoperative.

5.d.3. ..................... Approach procedures: 5.d.3.a. .................. NDB.

5.d.3.b. .................. VOR, RNAV, TACAN, GPS.

5.d.3.c. .................. ASR.

5.d.3.d. .................. Circling.

5.d.3.e. .................. Helicopter only.

5.d.3.f. ................... Other (listed on the SOQ).

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

T ABLE D3A—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS LEVEL 7 FTD—Continued QPS requirements Entry No. Operations tasks 5.e. ........................ Missed Approach.

5.e.1. ..................... All engines operating.

5.e.2. ..................... One or more engines inoperative.

5.e.3. ..................... Stability augmentation system failure.

5.e.4. ..................... Other (listed on the SOQ).

6. Landings and Approaches to Landings 6.a. ........................ Visual Approaches.

6.a.1. ..................... Normal.

6.a.2. ..................... Steep.

6.a.3. ..................... Shallow.

6.a.4. ..................... Crosswind.

6.b. ........................ Landings.

6.b.1. ..................... Normal.

6.b.1.a. .................. Running.

6.b.1.b. .................. From Hover.

6.b.2. ..................... Crosswind.

6.b.3. ..................... Tailwind.

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

6.b.5. ..................... Rejected Landing.

6.b.6. ..................... Other (listed on the SOQ).

7. Normal and Abnormal Procedures (any phase of flight) 7.a. ........................ Helicopter and powerplant systems operation (as applicable).

7.a.1. ..................... Anti-icing/deicing systems.

7.a.2. ..................... Auxiliary powerplant.

7.a.3. ..................... Communications.

7.a.4. ..................... Electrical system.

7.a.5. ..................... Environmental system.

7.a.6. ..................... Fire detection and suppression.

7.a.7. ..................... Flight control system.

7.a.8. ..................... Fuel system.

7.a.9. ..................... Engine oil system.

7.a.10. ................... Hydraulic system.

7.a.11. ................... Landing gear.

7.a.12. ................... Oxygen.

7.a.13. ................... Pneumatic.

7.a.14. ................... Powerplant.

Federal Aviation Administration, DOT Pt. 60, App. D

T ABLE D3A—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS LEVEL 7 FTD—Continued QPS requirements Entry No. Operations tasks 7.a.15. ................... Flight control computers.

7.a.16. ................... Fly-by-wire controls.

7.a.17. ................... Stabilizer.

7.a.18. ................... Stability augmentation and control augmentation system(s).

7.a.19. ................... Other (listed on the SOQ).

7.b. ........................ Flight management and guidance system (as applicable).

7.b.1. ..................... Airborne radar.

7.b.2. ..................... Automatic landing aids.

7.b.3. ..................... Autopilot.* 7.b.4. ..................... Collision avoidance system.

7.b.5. ..................... Flight data displays.

7.b.6. ..................... Flight management computers.

7.b.7. ..................... Head-up displays.

7.b.8. ..................... Navigation systems.

7.b.9. ..................... Other (listed on the SOQ).

8. Emergency Procedures (as applicable) 8.a. ........................ Autorotative Landing.

8.b. ........................ Air hazard avoidance.

8.c. ........................ Ditching.

8.d. ........................ Emergency evacuation.

8.e. ........................ Inflight fire and smoke removal.

8.f. ......................... Retreating blade stall recovery.

8.g. ........................ Mast bumping.

8.h. ........................ Loss of tail rotor effectiveness.

8.i. ......................... Other (listed on the SOQ).

9. Postflight Procedures 9.a. ........................ After-Landing Procedures.

9.b. ........................ Parking and Securing.

9.b.1. ..................... Engine and systems operation.

9.b.2. ..................... Parking brake operation.

9.b.3. ..................... Rotor brake operation.

9.b.4. ..................... Abnormal/emergency procedures.

10. Instructor Operating Station (IOS), as appropriate 10.a. ...................... Power Switch(es).

10.b. ...................... Helicopter conditions.

10.b.1. ................... Gross weight, center of gravity, fuel loading and allocation, etc.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

T ABLE D3A—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS LEVEL 7 FTD—Continued QPS requirements Entry No. Operations tasks 10.b.2. ................... Helicopter systems status.

10.b.3. ................... Ground crew functions (e.g., ext. power).

10.c. ...................... Airports.

10.c.1. ................... Selection.

10.c.2. ................... Runway selection.

10.c.3. ................... Preset positions (e.g., ramp, over final approach fix).

10.d. ...................... Environmental controls.

10.d.1. ................... Temperature.

10.d.2. ................... Climate conditions (e.g., ice, rain).

10.d.3. ................... Wind speed and direction.

10.e. ...................... Helicopter system malfunctions.

10.e.1. ................... Insertion/deletion.

10.e.2. ................... Problem clear.

10.f. ....................... Locks, Freezes, and Repositioning.

10.f.1. .................... Problem (all) freeze/release.

10.f.2. .................... Position (geographic) freeze/release.

10.f.3. .................... Repositioning (locations, freezes, and releases).

10.f.4. .................... Ground speed control.

10.g. ...................... Sound Controls.

10.g.1. ................... On/off/adjustment.

10.h. ...................... Control Loading System (as applicable).

10.h.1. ................... On/off/emergency stop.

10.i. ....................... Observer Stations.

10.i.1. .................... Position.

10.i.2. .................... Adjustments.

* ‘‘Autopilot’’ means attitude retention mode of operation.

T ABLE D3B—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS A IRPORT OR L ANDING A REA CONTENT R EQUIREMENTS FOR Q UALIFICATION AT L EVEL 7 FTD QPS requirements Entry No. Operations tasks This table specifies the minimum airport visual model content and functionality to qualify an FTD at the indicated level. This table applies only to the airport/helicopter landing area scenes required for FTD qualification.

1. .............. Functional test content requirements for Level 7 FTDs. The following is the minimum airport/landing area model content requirement to satisfy visual capability tests, and provides suitable visual cues to allow completion of all functions and subjective tests described in this attachment for Level 7 FTDs.

Federal Aviation Administration, DOT Pt. 60, App. D

T ABLE D3B—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS A IRPORT OR L ANDING A REA CONTENT R EQUIREMENTS FOR Q UALIFICATION AT L EVEL 7 FTD—Continued QPS requirements Entry No. Operations tasks 1.a. ........... A minimum of one (1) representative airport and one (1) representative helicopter landing area model. The airport and the helicopter landing area may be contained within the same visual model. If this option is selected, the ap- proach path to the airport runway(s) and the approach path to the helicopter landing area must be different. The model(s) used to meet the following requirements may be demonstrated at either a fictional or a real-world air- port or helicopter landing area, but each must be acceptable to the sponsor’s TPAA, selectable from the IOS, and listed on the SOQ.

1.b. ........... Fidelity of the Visual Scene. The fidelity of the visual scene must be sufficient for the aircrew to visually identify the airport and/or helicopter landing area; determine the position of the simulated helicopter within the visual scene; successfully accomplish take-offs, approaches, and landings; and maneuver around the airport and/or helicopter landing area on the ground, or hover taxi, as necessary.

1.b.1. ........ For each of the airport/helicopter landing areas described in 1.a., the FTD visual system must be able to provide at least the following: 1.b.1.a. ..... A night and twilight (dusk) environment.

1.b.1.b. ..... A daylight environment.

1.c. ........... Runways: 1.c.1. ........ Visible runway number.

1.c.2. ........ Runway threshold elevations and locations must be modeled to provide sufficient correlation with helicopter sys- tems (e.g., altimeter).

1.c.3. ........ Runway surface and markings.

1.c.4. ........ Lighting for the runway in use including runway edge and centerline.

1.c.5. ........ Lighting, visual approach aid (VASI or PAPI) and approach lighting of appropriate colors.

1.c.6 ......... Taxiway lights.

1.d. ........... Helicopter landing area.

1.d.1. ........ Standard heliport designation (‘‘H’’) marking, properly sized and oriented.

1.d.2. ........ Perimeter markings for the Touchdown and Lift-Off Area (TLOF) or the Final Approach and Takeoff Area (FATO), as appropriate.

1.d.3. ........ Perimeter lighting for the TLOF or the FATO areas, as appropriate.

1.d.4. ........ Appropriate markings and lighting to allow movement from the runway or helicopter landing area to another part of the landing facility.

2. .............. Visual scene management.

The following is the minimum visual scene management requirements for a Level 7 FTD.

2.a. ........... Runway and helicopter landing area approach lighting must fade into view appropriately in accordance with the en- vironmental conditions set in the FTD.

2.b. ........... The direction of strobe lights, approach lights, runway edge lights, visual landing aids, runway centerline lights, threshold lights, touchdown zone lights, and TLOF or FATO lights must be replicated.

3. .............. Visual feature recognition.

The following are the minimum distances at which runway features must be visible. Distances are measured from runway threshold or a helicopter landing area to a helicopter aligned with the runway or helicopter landing area on an extended 3 ° glide-slope in simulated meteorological conditions. For circling approaches, all tests apply to the runway used for the initial approach and to the runway of intended landing.

3.a. ........... For runways: Runway definition, strobe lights, approach lights, and edge lights from 5 sm (8 km) of the threshold.

3.b. ........... For runways: Centerline lights and taxiway definition from 3 sm (5 km).

3.c. ........... For runways: Visual Approach Aid lights (VASI or PAPI) from 5 sm (8 km) of the threshold.

3.d. ........... For runways: Runway threshold lights and touchdown zone from 2 sm (3 km).

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

T ABLE D3B—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS A IRPORT OR L ANDING A REA CONTENT R EQUIREMENTS FOR Q UALIFICATION AT L EVEL 7 FTD—Continued QPS requirements Entry No. Operations tasks 3.e. ........... For runways and helicopter landing areas: Markings within range of landing lights for night/twilight scenes and the surface resolution test on daylight scenes, as required.

3.f. ............ For circling approaches: The runway of intended landing and associated lighting must fade into view in a non-dis- tracting manner.

3.g. ........... For helicopter landing areas: Landing direction lights and raised FATO lights from 1 sm (1.5 km).

3.h. ........... For helicopter landing areas: Flush mounted FATO lights, TLOF lights, and the lighted windsock from 0.5 sm (750 m).

4. .............. Airport or Helicopter Landing Area Model Content.

The following prescribes the minimum requirements for an airport/helicopter landing area visual model and identi- fies other aspects of the environment that must correspond with that model for a Level 7 FTD. For circling ap- proaches, all tests apply to the runway used for the initial approach and to the runway of intended landing. If all runways or landing areas in a visual model used to meet the requirements of this attachment are not designated as ‘‘in use,’’ then the ‘‘in use’’ runways/landing areas must be listed on the SOQ (e.g., KORD, Rwys 9R, 14L, 22R). Models of airports or helicopter landing areas with more than one runway or landing area must have all significant runways or landing areas not ‘‘in-use’’ visually depicted for airport/runway/landing area recognition purposes. The use of white or off white light strings that identify the runway or landing area for twilight and night scenes are acceptable for this requirement; and rectangular surface depictions are acceptable for daylight scenes. A visual system’s capabilities must be balanced between providing visual models with an accurate rep- resentation of the airport and a realistic representation of the surrounding environment. Each runway or heli- copter landing area designated as an ‘‘in-use’’ runway or area must include the following detail that is developed using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material; however, this does not require that such models contain details that are beyond the design capability of the currently qualified visual system. Only one ‘‘primary’’ taxi route from parking to the runway end or helicopter takeoff/landing area will be required for each ‘‘in-use’’ runway or helicopter takeoff/land- ing area.

4.a. ........... The surface and markings for each ‘‘in-use’’ runway or helicopter landing area must include the following: 4.a.1. ........ For airports: Runway threshold markings, runway numbers, touchdown zone markings, fixed distance markings, runway edge markings, and runway centerline stripes.

4.a.2. ........ For helicopter landing areas: Markings for standard heliport identification (‘‘H’’) and TLOF, FATO, and safety areas.

4.b. ........... The lighting for each ‘‘in-use’’ runway or helicopter landing area must include the following: 4.b.1. ........ For airports: Runway approach, threshold, edge, end, centerline (if applicable), touchdown zone (if applicable), leadoff, and visual landing aid lights or light systems for that runway.

4.b.2. ........ For helicopter landing areas: Landing direction, raised and flush FATO, TLOF, windsock lighting.

4.c. ........... The taxiway surface and markings associated with each ‘‘in-use’’ runway or helicopter landing area must include the following: 4.c.1. ........ For airports: Taxiway edge, centerline (if appropriate), runway hold lines, and ILS critical area(s).

4.c.2. ........ For helicopter landing areas: Taxiways, taxi routes, and aprons.

4.d. ........... The taxiway lighting associated with each ‘‘in-use’’ runway or helicopter landing area must include the following: 4.d.1. ........ For airports: Taxiway edge, centerline (if appropriate), runway hold lines, ILS critical areas.

4.d.2. ........ For helicopter landing areas: Taxiways, taxi routes, and aprons.

4.d.3. ........ For airports: Taxiway lighting of correct color.

4.e. ........... Airport signage associated with each ‘‘in-use’’ runway or helicopter landing area must include the following: 4.e.1. ........ For airports: Signs for runway distance remaining, intersecting runway with taxiway, and intersecting taxiway with taxiway.

4.e.2. ........ For helicopter landing areas: As appropriate for the model used.

4.f. ............ Required visual model correlation with other aspects of the airport or helicopter landing environment simulation:

Federal Aviation Administration, DOT Pt. 60, App. D

T ABLE D3B—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS A IRPORT OR L ANDING A REA CONTENT R EQUIREMENTS FOR Q UALIFICATION AT L EVEL 7 FTD—Continued QPS requirements Entry No. Operations tasks 4.f.1. ......... The airport or helicopter landing area model must be properly aligned with the navigational aids that are associated with operations at the ‘‘in-use’’ runway or helicopter landing area.

4.f.2. ......... The simulation of runway or helicopter landing area contaminants must be correlated with the displayed runway surface and lighting, if applicable.

5. .............. Correlation with helicopter and associated equipment.

The following are the minimum correlation comparisons that must be made for a Level 7 FTD.

5.a. ........... Visual system compatibility with aerodynamic programming.

5.b. ........... Visual cues to assess sink rate and depth perception during landings.

5.c. ........... Accurate portrayal of environment relating to FTD attitudes.

5.d. ........... The visual scene must correlate with integrated helicopter systems, where installed (e.g., terrain, traffic and weath- er avoidance systems and Head-up Guidance System (HGS)).

5.e. ........... Representative visual effects for each visible, own-ship, helicopter external light(s)—taxi and landing light lobes (in- cluding independent operation, if appropriate).

5.f. ............ The effect of rain removal devices.

6. .............. Scene quality.

The following are the minimum scene quality tests that must be conducted for a Level 7 FTD.

6.a. ........... System light points must be free from distracting jitter, smearing and streaking.

6.b. ........... Demonstration of occulting through each channel of the system in an operational scene.

6.c. ........... Six discrete light step controls (0–5).

7. .............. Special weather representations, which include visibility and RVR, measured in terms of distance.

Visibility/RVR checked at 2,000 ft (600 m) above the airport or helicopter landing area and at two heights below 2,000 ft with at least 500 ft of separation between the measurements. The measurements must be taken within a radius of 10 sm (16 km) from the airport or helicopter landing area.

7.a. ........... Effects of fog on airport lighting such as halos and defocus.

7.b. ........... Effect of own-ship lighting in reduced visibility, such as reflected glare, including landing lights, strobes, and bea- cons.

8. .............. Instructor control of the following: The following are the minimum instructor controls that must be available in a Level 7 FTD.

8.a. ........... Environmental effects: E.g., cloud base, cloud effects, cloud density, visibility in statute miles/kilometers and RVR in feet/meters.

8.b. ........... Airport or helicopter landing area selection.

8.c. ........... Airport or helicopter landing area lighting, including variable intensity.

8.d. ........... Dynamic effects including ground and flight traffic.

End QPS Requirement Begin Information 9. .............. An example of being able to combine two airport models to achieve two ‘‘in-use’’ runways: One runway designated as the ‘‘in-use’’ runway in the first model of the airport, and the second runway designated as the ‘‘in-use’’ run- way in the second model of the same airport. For example, the clearance is for the ILS approach to Runway 27, Circle to Land on Runway 18 right. Two airport visual models might be used: The first with Runway 27 des- ignated as the ‘‘in use’’ runway for the approach to runway 27, and the second with Runway 18 Right designated as the ‘‘in use’’ runway. When the pilot breaks off the ILS approach to runway 27, the instructor may change to the second airport visual model in which runway 18 Right is designated as the ‘‘in use’’ runway, and the pilot would make a visual approach and landing. This process is acceptable to the FAA as long as the temporary interruption due to the visual model change is not distracting to the pilot.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

T ABLE D3B—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS A IRPORT OR L ANDING A REA CONTENT R EQUIREMENTS FOR Q UALIFICATION AT L EVEL 7 FTD—Continued QPS requirements Entry No. Operations tasks 10. ............ Sponsors are not required to provide every detail of a runway, but the detail that is provided should be correct within reasonable limits.

End Information T ABLE D3C—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS L EVEL 7 FTD V ISUAL R EQUIREMENTS A DDITIONAL V ISUAL M ODELS B EYOND M INIMUM REQUIRED FOR Q UALIFICATION C LASS II A IRPORT OR H ELICOPTER L ANDING A REA M ODELS QPS requirements Entry No. Operations tasks This table specifies the minimum airport or helicopter landing area visual model content and functionality necessary to add vis- ual models to an FTD’s visual model library (i.e., beyond those necessary for qualification at the stated level) without the ne- cessity of further involvement of the responsible Flight Standards office or TPAA.

1. .............. Visual scene management.

The following is the minimum visual scene management requirements.

1.a. ........... The installation and direction of the following lights must be replicated for the ‘‘in-use’’ surface: 1.a.1. ........ For ‘‘in-use’’ runways: Strobe lights, approach lights, runway edge lights, visual landing aids, runway centerline lights, threshold lights, and touchdown zone lights.

1.a.2. ........ For ‘‘in-use’’ helicopter landing areas: Ground level TLOF perimeter lights, elevated TLOF perimeter lights (if appli- cable), Optional TLOF lights (if applicable), ground FATO perimeter lights, elevated TLOF lights (if applicable), landing direction lights.

2. .............. Visual feature recognition.

The following are the minimum distances at which runway or landing area features must be visible. Distances are measured from runway threshold or a helicopter landing area to an aircraft aligned with the runway or helicopter landing area on a 3 ° glide-slope from the aircraft to the touchdown point, in simulated meteorological conditions.

For circling approaches, all tests apply to the runway used for the initial approach and to the runway of intended landing.

2.a. ........... For Runways.

2.a.1. ........ Strobe lights, approach lights, and edge lights from 5 sm (8 km) of the threshold.

2.a.2. ........ Centerline lights and taxiway definition from 3 sm (5 km).

2.a.3. ........ Visual Approach Aid lights (VASI or PAPI) from 5 sm (8 km) of the threshold.

2.a.4. ........ Threshold lights and touchdown zone lights from 2 sm (3 km).

2.a.5. ........ Markings within range of landing lights for night/twilight (dusk) scenes and as required by the surface resolution test on daylight scenes.

2.a.6. ........ For circling approaches, the runway of intended landing and associated lighting must fade into view in a non-dis- tracting manner.

2.b. ........... For Helicopter landing areas.

2.b.1. ........ Landing direction lights and raised FATO lights from 2 sm (3 km).

2.b.2. ........ Flush mounted FATO lights, TOFL lights, and the lighted windsock from 1 sm (1500 m).

2.b.3. ........ Hover taxiway lighting (yellow/blue/yellow cylinders) from TOFL area.

2.b.4. ........ Markings within range of landing lights for night/twilight (dusk) scenes and as required by the surface resolution test on daylight scenes.

Federal Aviation Administration, DOT Pt. 60, App. D

T ABLE D3C—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS L EVEL 7 FTD V ISUAL R EQUIREMENTS A DDITIONAL V ISUAL M ODELS B EYOND M INIMUM REQUIRED FOR Q UALIFICATION C LASS II A IRPORT OR H ELICOPTER L ANDING A REA M ODELS —Continued QPS requirements Entry No. Operations tasks 3. .............. Airport or Helicopter Landing Area Model Content.

The following prescribes the minimum requirements for what must be provided in an airport visual model and iden- tifies other aspects of the airport environment that must correspond with that model. The detail must be devel- oped using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material; however, this does not require that airport or helicopter landing area models contain details that are beyond the designed capability of the currently qualified visual system. For circling ap- proaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing. Only one ‘‘primary’’ taxi route from parking to the runway end or helicopter takeoff/landing area will be required for each ‘‘in-use’’ runway or helicopter takeoff/landing area.

3.a. ........... The surface and markings for each ‘‘in-use’’ runway or helicopter landing area must include the following: 3.a.1. ........ For airports: Runway threshold markings, runway numbers, touchdown zone markings, fixed distance markings, runway edge markings, and runway centerline stripes.

3.a.2. ........ For helicopter landing areas: Standard heliport marking (‘‘H’’), TOFL, FATO, and safety areas.

3.b. ........... The lighting for each ‘‘in-use’’ runway or helicopter landing area must include the following: 3.b.1. ........ For airports: Runway approach, threshold, edge, end, centerline (if applicable), touchdown zone (if applicable), leadoff, and visual landing aid lights or light systems for that runway.

3.b.2. ........ For helicopter landing areas: Landing direction, raised and flush FATO, TOFL, windsock lighting.

3.c. ........... The taxiway surface and markings associated with each ‘‘in-use’’ runway or helicopter landing area must include the following: 3.c.1. ........ For airports: Taxiway edge, centerline (if appropriate), runway hold lines, and ILS critical area(s).

3.c.2. ........ For helicopter landing areas: Taxiways, taxi routes, and aprons.

3.d. ........... The taxiway lighting associated with each ‘‘in-use’’ runway or helicopter landing area must include the following: 3.d.1. ........ For airports: Runway edge, centerline (if appropriate), runway hold lines, ILS critical areas.

3.d.2. ........ For helicopter landing areas: Taxiways, taxi routes, and aprons.

4. .............. Required visual model correlation with other aspects of the airport environment simulation.

The following are the minimum visual model correlation tests that must be conducted for Level 7 FTD.

4.a. ........... The airport model must be properly aligned with the navigational aids that are associated with operations at the ‘‘in-use’’ runway.

4.b. ........... Slopes in runways, taxiways, and ramp areas, if depicted in the visual scene, must not cause distracting or unreal- istic effects.

5. .............. Correlation with helicopter and associated equipment.

The following are the minimum correlation comparisons that must be made.

5.a. ........... Visual system compatibility with aerodynamic programming.

5.b. ........... Accurate portrayal of environment relating to flight simulator attitudes.

5.c. ........... Visual cues to assess sink rate and depth perception during landings.

6. .............. Scene quality.

The following are the minimum scene quality tests that must be conducted.

6.a. ........... Light points free from distracting jitter, smearing or streaking.

6.b. ........... Surfaces and textural cues free from apparent and distracting quantization (aliasing).

7. .............. Instructor controls of the following.

The following are the minimum instructor controls that must be available.

7.a. ........... Environmental effects, e.g., cloud base (if used), cloud effects, cloud density, visibility in statute miles/kilometers and RVR in feet/meters.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

T ABLE D3C—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS L EVEL 7 FTD V ISUAL R EQUIREMENTS A DDITIONAL V ISUAL M ODELS B EYOND M INIMUM REQUIRED FOR Q UALIFICATION C LASS II A IRPORT OR H ELICOPTER L ANDING A REA M ODELS —Continued QPS requirements Entry No. Operations tasks 7.b. ........... Airport/Heliport selection.

7.c. ........... Airport/Heliport lighting including variable intensity.

7.d. ........... Dynamic effects including ground and flight traffic.

End QPS Requirements Begin Information 8. .............. Sponsors are not required to provide every detail of a runway or helicopter landing area, but the detail that is pro- vided must be correct within the capabilities of the system.

End Information T ABLE D3D—T ABLE OF F UNCTIONS A ND S UBJECTIVE T ESTS L EVEL 6 FTD QPS requirements Entry No. Operations tasks Tasks in this table are subject to evaluation if appropriate for the helicopter simulated as indicated in the SOQ Configuration List or for a Level 6 FTD. Items not installed or not functional on the FTD and not appearing on the SOQ Configuration List, are not required to be listed as exceptions on the SOQ.

1. Preflight Procedures 1.a. ........................ Preflight Inspection (Flight Deck Only) switches, indicators, systems, and equipment.

1.b. ........................ APU/Engine start and run-up.

1.b.1. ..................... Normal start procedures.

1.b.2. ..................... Alternate start procedures.

1.b.3. ..................... Abnormal starts and shutdowns.

1.b.4. ..................... Rotor engagement.

1.b.5 ...................... System checks.

2. Takeoff and Departure Phase 2.a. ........................ Instrument.

2.b. ........................ Takeoff with engine failure after critical decision point (CDP).

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

3.b. ........................ One engine inoperative.

4. Inflight Maneuvers 4.a. ........................ Performance.

4.b. ........................ Flying qualities.

4.c. ........................ Turns.

4.c.1. ..................... Timed.

4.c.2. ..................... Normal.

4.c.3. ..................... Steep.

4.d. ........................ Accelerations and decelerations.

Federal Aviation Administration, DOT Pt. 60, App. D

T ABLE D3D—T ABLE OF F UNCTIONS A ND S UBJECTIVE T ESTS L EVEL 6 FTD—Continued QPS requirements Entry No. Operations tasks 4.e. ........................ Abnormal/emergency procedures: 4.e.1. ..................... Engine fire.

4.e.2. ..................... Engine failure.

4.e.3. ..................... In-flight engine shutdown (and restart, if applicable).

4.e.4. ..................... Fuel governing system failures (e.g., FADEC malfunction).

4.e.5. ..................... Directional control malfunction (restricted to the extent that the maneuver may not terminate in a landing).

4.e.6. ..................... Hydraulic failure.

4.e.7. ..................... Stability augmentation system failure.

5. Instrument Procedures 5.a. ........................ Holding.

5.b. ........................ Precision Instrument Approach.

5.b.1. ..................... All engines operating.

5.b.2. ..................... One or more engines inoperative.

5.b.3. ..................... Approach procedures: 5.b.4. ..................... PAR.

5.b.5. ..................... ILS.

5.b.6. ..................... Manual (raw data).

5.b.7. ..................... Flight director only.

5.b.8. ..................... Autopilot* and flight director (if appropriate) coupled.

5.c. ........................ Non-precision Instrument Approach.

5.c. ........................ Normal—All engines operating.

5.c. ........................ One or more engines inoperative.

5.c. ........................ Approach procedures: 5.c.1. ..................... NDB.

5.c.2. ..................... VOR, RNAV, TACAN, GPS.

5.c.3. ..................... ASR.

5.c.4. ..................... Helicopter only.

5.d. ........................ Missed Approach.

5.d.1. ..................... All engines operating.

5.d.2. ..................... One or more engines inoperative.

5.d.3. ..................... Stability augmentation system failure.

6. Normal and Abnormal Procedures (any phase of flight) 6.a. ........................ Helicopter and powerplant systems operation (as applicable).

6.a.1. ..................... Anti-icing/deicing systems.

6.a.2. ..................... Auxiliary power-plant.

6.a.3. ..................... Communications.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

T ABLE D3D—T ABLE OF F UNCTIONS A ND S UBJECTIVE T ESTS L EVEL 6 FTD—Continued QPS requirements Entry No. Operations tasks 6.a.4. ..................... Electrical system.

6.a.5. ..................... Environmental system.

6.a.6. ..................... Fire detection and suppression.

6.a.7. ..................... Flight control system.

6.a.8. ..................... Fuel system.

6.a.9. ..................... Engine oil system.

6.a.10. ................... Hydraulic system.

6.a.11 .................... Landing gear.

6.a.12. ................... Oxygen.

6.a.13. ................... Pneumatic.

6.a.14. ................... Powerplant.

6.a.15. ................... Flight control computers.

6.a.16. ................... Stability augmentation and control augmentation system(s).

6.b. ........................ Flight management and guidance system (as applicable).

6.b.1. ..................... Airborne radar.

6.b.2. ..................... Automatic landing aids.

6.b.3. ..................... Autopilot.* 6.b.4. ..................... Collision avoidance system.

6.b.5. ..................... Flight data displays.

6.b.6. ..................... Flight management computers.

6.b.7. ..................... Navigation systems.

7. Postflight Procedures 7.a. ........................ Parking and Securing.

7.b. ........................ Engine and systems operation.

7.c. ........................ Parking brake operation.

7.d. ........................ Rotor brake operation.

7.e. ........................ Abnormal/emergency procedures.

8. Instructor Operating Station (IOS), as appropriate 8.a. ........................ Power Switch(es).

8.b.1. ..................... Helicopter conditions.

8.b.2. ..................... Gross weight, center of gravity, fuel loading and allocation, etc.

8.b.3. ..................... Helicopter systems status.

8.b.4. ..................... Ground crew functions (e.g., ext. power).

8.c. ........................ Airports and landing areas.

8.c.1. ..................... Number and selection.

8.c.2. ..................... Runway or landing area selection.

Federal Aviation Administration, DOT Pt. 60, App. D

T ABLE D3D—T ABLE OF F UNCTIONS A ND S UBJECTIVE T ESTS L EVEL 6 FTD—Continued QPS requirements Entry No. Operations tasks 8.c.3. ..................... Preset positions (e.g., ramp, over FAF).

8.c.4. ..................... Lighting controls.

8.d. ........................ Environmental controls.

8.d.1 ...................... Temperature.

8.d.2. ..................... Climate conditions (e.g., ice, rain).

8.d.3. ..................... Wind speed and direction.

8.e. ........................ Helicopter system malfunctions.

8.e.1. ..................... Insertion/deletion.

8.e.2. ..................... Problem clear.

8.f. ......................... Locks, Freezes, and Repositioning.

8.f.1. ...................... Problem (all) freeze/release.

8.f.2. ...................... Position (geographic) freeze/release.

8.f.3. ...................... Repositioning (locations, freezes, and releases).

8.f.4. ...................... Ground speed control.

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

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

8.i. ......................... Observer Stations.

8.i.1. ...................... Position.

8.i.2. ...................... Adjustments.

* ‘‘Autopilot’’ means attitude retention mode of operation.

T ABLE D3E—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS L EVEL 5 FTD QPS requirements Entry No. Operations tasks Tasks in this table are subject to evaluation if appropriate for the helicopter simulated as indicated in the SOQ Configuration List or for a Level 5 FTD. Items not installed or not functional on the FTD and not appearing on the SOQ Configuration List, are not required to be listed as exceptions on the SOQ.

1. Preflight Procedures 1.a. ........................ Preflight Inspection (Flight Deck Only) switches, indicators, systems, and equipment.

1.b. ........................ APU/Engine start and run-up.

1.b.1. ..................... Normal start procedures.

1.b.2. ..................... Alternate start procedures.

1.b.3. ..................... Abnormal starts and shutdowns.

2. Climb 2.a. ........................ Normal.

3. Inflight Maneuvers 3.a. ........................ Performance.

3.b. ........................ Turns, Normal.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

T ABLE D3E—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS LEVEL 5 FTD—Continued QPS requirements Entry No. Operations tasks 4. Instrument Procedures 4.a. ........................ Coupled instrument approach maneuvers (as applicable for the systems installed).

5. Normal and Abnormal Procedures (any phase of flight) 5.a. ........................ Normal system operation (installed systems).

5.b. ........................ Abnormal/Emergency system operation (installed systems).

6. Postflight Procedures 6.a. ........................ Parking and Securing.

6.b. ........................ Engine and systems operation.

6.c. ........................ Parking brake operation.

6.d. ........................ Rotor brake operation.

6.e. ........................ Abnormal/emergency procedures.

7. Instructor Operating Station (IOS), as appropriate 7.a. ........................ Power Switch(es).

7.b. ........................ Preset positions (ground; air) 7.c. ........................ Helicopter system malfunctions.

7.c.1. ..................... Insertion/deletion.

7.c.2. ..................... Problem clear.

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

7.e. ........................ Observer Stations.

7.e.1. ..................... Position.

7.e.2. ..................... Adjustments.

T ABLE D3F—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS L EVEL 4 FTD QPS requirements Entry No. Operations tasks Tasks in this table are subject to evaluation if appropriate for the helicopter simulated as indicated in the SOQ Configuration List or for a Level 4 FTD. Items not installed or not functional on the FTD and not appearing on the SOQ Configuration List, are not required to be listed as exceptions on the SOQ.

1. Preflight Procedures 1.a. ........................ Preflight Inspection (Flight Deck Only) switches, indicators, systems, and equipment.

1.b. ........................ APU/Engine start and run-up.

1.b.1. ..................... Normal start procedures.

1.b.2. ..................... Alternate start procedures.

1.b.3. ..................... Abnormal starts and shutdowns.

2. Normal and Abnormal Procedures (any phase of flight) 2.a. ........................ Normal system operation (installed systems).

2.b. ........................ Abnormal/Emergency system operation (installed systems).

Federal Aviation Administration, DOT Pt. 60, App. D

T ABLE D3F—T ABLE OF F UNCTIONS AND S UBJECTIVE T ESTS L EVEL 4 FTD—Continued QPS requirements Entry No. Operations tasks 3. Postflight Procedures 3.a. ........................ Parking and Securing.

3.b. ........................ Engine and systems operation.

3.c. ........................ Parking brake operation.

4. Instructor Operating Station (IOS), as appropriate 4.a. ........................ Power Switch(es).

4.b. ........................ Preset positions (ground; air) 4.c. ........................ Helicopter system malfunctions.

4.c.1. ..................... Insertion/deletion.

4.c.2. ..................... Problem clear.

A TTACHMENT 4 TO A PPENDIX D TO P ART 60— Figure D4F Sample Statement of Qualifica- S AMPLE D OCUMENTS tion—Configuration List Figure D4G Sample Statement of Qualifica- T ABLE OF C ONTENTS tion—List of Qualified Tasks Figure D4A Sample Letter, Request for Ini- Figure D4H [Reserved] tial, Upgrade, or Reinstatement Evalua- Figure D4I Sample MQTG Index of Effective tion FTD Directives Figure D4B Attachment: FTD Information Form ATTACHMENT 4 TO A PPENDIX D TO P ART 60— Figure D4C Sample Letter of Compliance F IGURE D4A—S AMPLE L ETTER , R EQUEST Figure D4D Sample Qualification Test FOR I NITIAL , U PGRADE , OR R EINSTATEMENT Guide Cover Page E VALUATION Figure D4E Sample Statement of Qualifica- tion—Certificate INFORMATION

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

Federal Aviation Administration, DOT Pt. 60, App. D

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

Federal Aviation Administration, DOT Pt. 60, App. D

A TTACHMENT 4 TO A PPENDIX D TO P ART 60— F IGURE D4C—S AMPLE L ETTER OF C OMPLIANCE INFORMATION

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

A TTACHMENT 4 TO A PPENDIX D TO P ART 60— F IGURE D4D—S AMPLE Q UALIFICATION T EST G UIDE C OVER P AGE I NFORMATION

Federal Aviation Administration, DOT Pt. 60, App. D

A TTACHMENT 4 TO A PPENDIX D TO P ART 60— F IGURE D4E—S AMPLE S TATEMENT OF QUALI - FICATION —C ERTIFICATE I NFORMATION

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

Federal Aviation Administration, DOT Pt. 60, App. D

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

Federal Aviation Administration, DOT Pt. 60, App. D

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. D

A TTACHMENT 4 TO A PPENDIX D TO P ART 60—F IGURE D4H [R ESERVED ]

Federal Aviation Administration, DOT Pt. 60, App. E

[Docket FAA–2002–12461, 73 FR 26490, May 9, 2008, as amended by Amdt. 60–6, 83 FR 30276, June 27, 2018; Docket FAA–2022–1355, Amdt. 60–7, 87 FR 75832, Dec. 9, 2022] days before the initial FSTD evaluation. The responsible Flight Standards office will no- tify the sponsor of the acceptability of the A PPENDIX E TO P ART 60—Q UALIFICATION program, including any required adjust- PERFORMANCE S TANDARDS FOR ments. Within 6 months of the notification Q UALITY M ANAGEMENT S YSTEMS FOR of acceptability, the sponsor must imple- F LIGHT S IMULATION T RAINING D E- ment the program, conduct internal audits, VICES make required program adjustments as a re- sult of any internal audit, and schedule the llllllllllllllllllllllll responsible Flight Standards office initial audit.

B EGIN QPS R EQUIREMENTS c. The Director of Operations for a Part 119 a. Not later than May 30, 2010, each current certificate holder, the Chief Instructor for a sponsor of an FSTD must submit to the re- Part 141 certificate holder, or the equivalent sponsible Flight Standards office a proposed for a Part 142 or Flight Engineer School Quality Management System (QMS) program sponsor must designate a Management Rep- as described in this appendix. The respon- resentative (MR) who has the authority to sible Flight Standards office will notify the establish and modify the sponsor’s policies, sponsor of the acceptability of the program, practices, and procedures regarding the QMS including any required adjustments. Within 6 program for the recurring qualification and months of the notification of acceptability, the daily use of each FSTD.

the sponsor must implement the program, d. The minimum content required for an conduct internal audits, make required pro- acceptable QMS is found in Table E1. The gram adjustments as a result of any internal policies, processes, or procedures described audit, and schedule the responsible Flight in this table must be maintained in a Qual- Standards office initial audit.

ity Manual and will serve as the basis for the b. First-time FSTD sponsors must submit following: to the responsible Flight Standards office (1) The sponsor-conducted initial and re- the proposed QMS program no later than 120 curring periodic assessments;

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. E

(2) The responsible Flight Standards office- (4) A sample Continuation Sheet for addi- conducted initial and recurring periodic as- tional comments that may be added by the sessments; and sponsor or the responsible Flight Standards (3) The continuing surveillance and anal- office during a QMS evaluation.

ysis by the responsible Flight Standards of- (5) A sample Sponsor Checklist to assist the sponsor in verifying the elements that fice of the sponsor’s performance and effec- comprise the required QMS program.

tiveness in providing a satisfactory FSTD for (6) A table showing the essential functions, use on a regular basis.

processes, and procedures that relate to the e. The sponsor must conduct assessments required QMS components and a cross-ref- of its QMS program in segments. The seg- erence to each represented task.

ments will be established by the responsible i. Additional Information.

Flight Standards office at the initial assess- (1) In addition to specifically designated ment, and the interval for the segment as- QMS evaluations, the responsible Flight sessments will be every 6 months. The inter- Standards office will evaluate the sponsor’s vals for the segment assessments may be ex- QMS program as part of regularly scheduled tended beyond 6 months as the QMS program FSTD continuing qualification evaluations matures, but will not be extended beyond 12 and no-notice FSTD evaluations, focusing in months. The entire QMS program must be part on the effectiveness and viability of the assessed every 24 months.

QMS program and its contribution to the f. The periodic assessments conducted by overall capability of the FSTD to meet the the responsible Flight Standards office will requirements of this part.

be conducted at intervals not less than once (2) The sponsor or MR may delegate duties every 24 months, and include a comprehen- associated with maintaining the qualifica- sive review of the QMS program. These re- tion of the FSTD (e.g., corrective and pre- views will be conducted more frequently if ventive maintenance, scheduling and con- warranted.

ducting tests or inspections, functional pre- flight checks) but retain the responsibility E ND QPS R EQUIREMENTS and authority for the day-to-day qualifica- llllllllllllllllllllllll tion of the FSTD. One person may serve as the sponsor or MR for more than one FSTD, B EGIN INFORMATION but one FSTD may not have more than one g. An example of a segment assessment— sponsor or MR.

At the initial QMS assessment, the respon- (3) A QMS program may be applicable to sible Flight Standards office will divide the more than one certificate holder (e.g., part QMS program into segments (e.g., 6 separate 119 and part 142 or two part 119 certificate segments). There must be an assessment of a holders) and an MR may work for more than certain number of segments every 6 months one certificate holder (e.g., part 119 and part (i.e., segments 1 and 2 at the end of the first 142 or two part 119 certificate holders) as 6 month period; segments 3 and 4 at the end long as the sponsor’s QMS program require- of the second 6 month period (or one year); ments and the MR requirements are met for and segments 5 and 6 at the end of the third each certificate holder.

6 month period (or 18 months). As the pro- j. The FAA does not mandate a specific gram matures, the interval between assess- QMS program format, but an acceptable ments may be extended to 12 months (e.g., QMS program should contain the following: segments 1, 2, and 3 at the end of the first (1) A Quality Policy. This is a formal writ- year; and segments 4, 5, and 6 at the end of ten Quality Policy Statement that is a com- the second year). In both cases, the entire mitment by the sponsor outlining what the QMS program is assessed at least every 24 Quality System will achieve.

months.

(2) A MR who has overall authority for h. The following materials are presented to monitoring the on-going qualification of as- assist sponsors in preparing for an respon- signed FSTDs to ensure that all FSTD quali- sible Flight Standards office evaluation of fication issues are resolved as required by the QMS program. The sample documents in- this part. The MR should ensure that the clude: QMS program is properly implemented and (1) The desk assessment tool for initial maintained, and should: evaluation of the required elements of a (a) Brief the sponsor’s management on the QMS program.

qualification processes; (2) The on-site assessment tool for initial (b) Serve as the primary contact point for and continuing evaluation of the required all matters between the sponsor and the re- elements of a QMS program. sponsible Flight Standards office regarding (3) An Element Assessment Table that de- the qualification of the assigned FSTDs; and scribes the circumstances that exist to war- (c) Oversee the day-to-day quality control.

rant a finding of ‘‘non-compliance,’’ or ‘‘non- (3) The system and processes outlined in conformity’’; ‘‘partial compliance,’’ or ‘‘par- the QMS should enable the sponsor to mon- tial conformity’’; and ‘‘acceptable compli- itor compliance with all applicable regula- ance,’’ or ‘‘acceptable conformity.’’ tions and ensure correct maintenance and

Federal Aviation Administration, DOT Pt. 60, App. E

performance of the FSTD in accordance with (d) A planned internal assessment schedule part 60. and a periodic review should be used to (4) A QMS program and a statement ac- verify that corrective action was complete knowledging completion of a periodic review and effective. The assessor should have ade- by the MR should include the following: quate knowledge of FSTDs and should be ac- (a) A maintenance facility that provides ceptable to the responsible Flight Standards suitable FSTD hardware and software tests office.

and maintenance capability.

(5) The MR should receive Quality System (b) A recording system in the form of a training and brief other personnel on the technical log in which defects, deferred de- procedures.

fects, and development projects are listed, assigned and reviewed within a specified E ND I NFORMATION time period.

(c) Routine maintenance of the FSTD and llllllllllllllllllllllll performance of the QTG tests with adequate staffing to cover FSTD operating periods.

T ABLE E1—FSTD Q UALITY M ANAGEMENT S YSTEM Information Entry No. QPS Requirement (Reference) E1.1. ................... A QMS manual that prescribes the policies, processes, or procedures out- § 60.5(a).

lined in this table.

E1.2. ................... A policy, process, or procedure specifying how the sponsor will identify defi- § 60.5(b).

ciencies in the QMS.

E1.3. ................... A policy, process, or procedure specifying how the sponsor will document § 60.5(b).

how the QMS program will be changed to address deficiencies.

E1.4. ................... A policy, process, or procedure specifying how the sponsor will address pro- § 60.5(c).

posed program changes (for programs that do not meet the minimum re- quirements as notified by the responsible Flight Standards office) to the re- sponsible Flight Standards office and receive approval prior to their imple- mentation.

E1.5. ................... A policy, process, or procedure specifying how the sponsor will document § 60. 7(b)(5).

that at least one FSTD is used within the sponsor’s FAA-approved flight training program for the aircraft or set of aircraft at least once within the 12-month period following the initial or upgrade evaluation conducted by the responsible Flight Standards office and at least once within each sub- sequent 12-month period thereafter.

E1.6. ................... A policy, process, or procedure specifying how the sponsor will document § 60.7(b)(6).

that at least one FSTD is used within the sponsor’s FAA-approved flight training program for the aircraft or set of aircraft at least once within the 12-month period following the first continuing qualification evaluation con- ducted by the responsible Flight Standards office and at least once within each subsequent 12-month period thereafter.

E1.7. ................... A policy, process, or procedure specifying how the sponsor will obtain an an- § 60.5(b)(7) and § 60.7(d)(2).

nual written statement from a qualified pilot (who has flown the subject air- craft or set of aircraft during the preceding 12-month period) that the per- formance and handling qualities of the subject FSTD represents the sub- ject aircraft or set of aircraft (within the normal operating envelope). Re- quired only if the subject FSTD is not used in the sponsor’s FAA-approved flight training program for the aircraft or set of aircraft at least once within the preceding 12-month period.

E1.8. ................... A policy, process, or procedure specifying how independent feedback (from § 60.9(b)(1).

persons recently completing training, evaluation, or obtaining flight experi- ence; instructors and check airmen using the FSTD for training, evaluation or flight experience sessions; and FSTD technicians and maintenance per- sonnel) will be received and addressed by the sponsor regarding the FSTD and its operation.

E1.9. ................... A policy, process, or procedure specifying how and where the FSTD SOQ § 60.9(b)(2).

will be posted, or accessed by an appropriate terminal or display, in or ad- jacent to the FSTD.

E1.10. ................. A policy, process, or procedure specifying how the sponsor’s management § 60.9(c) and Appendix E, representative (MR) is selected and identified by name to the responsible paragraph(d).

Flight Standards office.

E1.11. ................. A policy, process, or procedure specifying the MR authority and responsibility § 60.9(c)(2), (3), and (4).

for the following: E1.11.a. .............. Monitoring the on-going qualification of assigned FSTDs to ensure all matters regarding FSTD qualification are completed as required by this part.

E1.11.b. .............. Ensuring that the QMS is properly maintained by overseeing the QMS poli- cies, practices, or procedures and modifying as necessary.

E1.11.c. .............. Regularly briefing sponsor’s management on the status of the on-going FSTD qualification program and the effectiveness and efficiency of the QMS.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. E

T ABLE E1—FSTD Q UALITY M ANAGEMENT S YSTEM—Continued Information Entry No. QPS Requirement (Reference) E1.11.d. .............. Serving as the primary contact point for all matters between the sponsor and the responsible Flight Standards office regarding the qualification of as- signed FSTDs.

E1.11.e. .............. Delegating the MR assigned duties to an individual at each of the sponsor’s locations, as appropriate.

E1.12. ................. A policy, process, or procedure specifying how the sponsor will: .................... § 60.13; QPS Appendices A, B, C, and D.

E1.12.a. .............. Ensure that the data made available to the responsible Flight Standards of- fice (the validation data package) includes the aircraft manufacturer’s flight test data (or other data approved by the responsible Flight Standards of- fice) and all relevant data developed after the type certificate was issued ( e.g., data developed in response to an airworthiness directive) if the data results from a change in performance, handling qualities, functions, or other characteristics of the aircraft that must be considered for flight crew- member training, evaluation, or experience requirements.

E1.12.b. .............. Notify the responsible Flight Standards office within 10 working days of be- coming aware that an addition to or a revision of the flight related data or airplane systems related data is available if this data is used to program or operate a qualified FSTD.

E1.12.c. .............. Maintain a liaison with the manufacturer of the aircraft being simulated (or with the holder of the aircraft type certificate for the aircraft being simulated if the manufacturer is no longer in business), and if appropriate, with the person who supplied the aircraft data package for the FFS for the pur- poses of receiving notification of data package changes.

E1.13. ................. A policy, process, or procedure specifying how the sponsor will make avail- § 60.14.

able all special equipment and qualified personnel needed to conduct tests during initial, continuing qualification, or special evaluations.

E1.14. ................. A policy, process, or procedure specifying how the sponsor will submit to the § 60.15(a)–(d); § 60.15(b); responsible Flight Standards office a request to evaluate the FSTD for ini- § 60.15(b)(i); § 60.15(b)(ii); tial qualification at a specific level and simultaneously request the TPAA § 60.15(b)(iii).

forward a concurring letter to the responsible Flight Standards office; in- cluding how the MR will use qualified personnel to confirm the following:.

E1.14.a. .............. That the performance and handling qualities of the FSTD represent those of the aircraft or set of aircraft within the normal operating envelope.

E1.14.b. .............. The FSTD systems and sub-systems (including the simulated aircraft sys- tems) functionally represent those in the aircraft or set of aircraft.

E1.14.c. .............. The flight deck represents the configuration of the specific type or aircraft make, model, and series aircraft being simulated, as appropriate.

E1.15. ................. A policy, process, or procedure specifying how the subjective and objective § 60.15(e).

tests are completed at the sponsor’s training facility for an initial evaluation.

E1.16. ................. A policy, process, or procedure specifying how the sponsor will update the § 60.15(h).

QTG with the results of the FAA-witnessed tests and demonstrations to- gether with the results of the objective tests and demonstrations after the responsible Flight Standards office completes the evaluation for initial qual- ification.

E1.17. ................. A policy, process, or procedure specifying how the sponsor will make the § 60.15(i).

MQTG available to the responsible Flight Standards office upon request.

E1.18. ................. A policy, process, or procedure specifying how the sponsor will apply to the § 60.16(a); responsible Flight Standards office for additional qualification(s) to the § 60.16(a)(1)(i); and SOQ. § 60.16(a)(1)(ii).

E1.19. ................. A policy, process, or procedure specifying how the sponsor completes all re- § 60.19(a)(1) quired Attachment 2 objective tests each year in a minimum of four evenly QPS Appendices A, B, C, or spaced inspections as specified in the appropriate QPS. D.

E1.20. ................. A policy, process, or procedure specifying how the sponsor completes and § 60.19(a)(2) QPS Appen- records a functional preflight check of the FSTD within the preceding 24 dices A, B, C, or D.

hours of FSTD use, including a description of the functional preflight.

E1.21. ................. A policy, process, or procedure specifying how the sponsor schedules con- § 60.19(b)(2).

tinuing qualification evaluations with the responsible Flight Standards office.

E1.22. ................. A policy, process, or procedure specifying how the sponsor ensures that the § 60.19(b)(5)–(6).

FSTD has received a continuing qualification evaluation at the interval de- scribed in the MQTG.

E1.23. ................. A policy, process, or procedure describing how discrepancies are recorded in § 60.19(c); the FSTD discrepancy log, including. § 60.19(c)(2)(i); § 60.19(c)(2)(ii).

E1.23.a. .............. A description of how the discrepancies are entered and maintained in the log until corrected.

E1.23.b. .............. A description of the corrective action taken for each discrepancy, the identity of the individual taking the action, and the date that action is taken.

Federal Aviation Administration, DOT Pt. 60, App. E

T ABLE E1—FSTD Q UALITY M ANAGEMENT S YSTEM—Continued Information Entry No. QPS Requirement (Reference) E1.24. ................. A policy, process, or procedure specifying how the discrepancy log is kept in § 60.19(c)(2)(iii).

a form and manner acceptable to the Administrator and kept in or adjacent to the FSTD. (An electronic log that may be accessed by an appropriate terminal or display in or adjacent to the FSTD is satisfactory.).

E1.25. ................. A policy, process, or procedure that requires each instructor, check airman, § 60.20.

or representative of the Administrator conducting training, evaluation, or flight experience, and each person conducting the preflight inspection, who discovers a discrepancy, including any missing, malfunctioning, or inoper- ative components in the FSTD, to write or cause to be written a description of that discrepancy into the discrepancy log at the end of the FSTD pre- flight or FSTD use session.

E1.26. ................. A policy, process, or procedure specifying how the sponsor will apply for ini- § 60.21(c).

tial qualification based on the final aircraft data package approved by the aircraft manufacturer if operating an FSTD based on an interim qualifica- tion.

E1.27. ................. A policy, process, or procedure specifying how the sponsor determines § 60.23(a)(1)–(2).

whether an FSTD change qualifies as a modification as defined in § 60.23.

E1.28. ................. A policy, process, or procedure specifying how the sponsor will ensure the § 60.23(b).

FSTD is modified in accordance with any FSTD Directive regardless of the original qualification basis.

E1.29. ................. A policy, process, or procedure specifying how the sponsor will notify the re- § 60.23(c)(1)(i),(ii), and (iv).

sponsible Flight Standards office and TPAA of their intent to use a modi- fied FSTD and to ensure that the modified FSTD will not be used prior to:.

E1.29.a. .............. Twenty-one days since the sponsor notified the responsible Flight Standards office and the TPAA of the proposed modification and the sponsor has not received any response from either the responsible Flight Standards office or the TPAA; or.

E1.29.b. .............. Twenty-one days since the sponsor notified the responsible Flight Standards office and the TPAA of the proposed modification and one has approved the proposed modification and the other has not responded; or.

E1.29.c. .............. The FSTD successfully completing any evaluation the responsible Flight Standards office may require in accordance with the standards for an eval- uation for initial qualification or any part thereof before the modified FSTD is placed in service.

E1.30 .................. A policy, process, or procedure specifying how, after an FSTD modification is § 60.23(d)–(e).

approved by the responsible Flight Standards office, the sponsor will: E1.30.a. .............. Post an addendum to the SOQ until as the responsible Flight Standards of- fice issues a permanent, updated SOQ.

E1.30.b. .............. Update the MQTG with current objective test results and appropriate objec- tive data for each affected objective test or other MQTG section affected by the modification.

E1.30.c. .............. File in the MQTG the requirement from the responsible Flight Standards of- fice to make the modification and the record of the modification completion.

E1.31. ................. A policy, process, or procedure specifying how the sponsor will track the § 60.25(b)–(c), and length of time a component has been missing, malfunctioning, or inoper- QPS Appendices ative (MMI), including:. A, B, C, or D.

E1.31.a. .............. How the sponsor will post a list of MMI components in or adjacent to the FSTD.

E1.31.b. .............. How the sponsor will notify the responsible Flight Standards office if the MMI has not been repaired or replaced within 30 days.*.

E1.32. ................. A policy, process, or procedure specifying how the sponsor will notify the re- § 60.27(a)(3).

sponsible Flight Standards office and how the sponsor will seek requali- fication of the FSTD if the FSTD is moved and reinstalled in a different lo- cation.

E1.33. ................. A policy, process, or procedure specifying how the sponsor will maintain con- § 60.31.

trol of the following: (The sponsor must specify how these records are maintained in plain language form or in coded form; but if the coded form is used, the sponsor must specify how the preservation and retrieval of in- formation will be conducted.).

E1.33.a. .............. The MQTG and each amendment.

E1.33.b. .............. A record of all FSTD modifications required by this part since the issuance of the original SOQ.

E1.33.c. .............. Results of the qualification evaluations (initial and each upgrade) since the issuance of the original SOQ.

E1.33.d. .............. Results of the objective tests conducted in accordance with this part for a pe- riod of 2 years.

E1.33.e. .............. Results of the previous three continuing qualification evaluations, or the con- tinuing qualification evaluations from the previous 2 years, whichever cov- ers a longer period..

E1.33.f. ............... Comments obtained in accordance with § 60.9(b);.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. F

T ABLE E1—FSTD Q UALITY M ANAGEMENT S YSTEM—Continued Information Entry No. QPS Requirement (Reference) E1.33.g. .............. A record of all discrepancies entered in the discrepancy log over the pre- vious 2 years, including the following: E1.33.g.1. ........... A list of the components or equipment that were or are missing, malfunc- tioning, or inoperative.

E1.33.g.2. ........... The action taken to correct the discrepancy.

E1.33.g.3. ........... The date the corrective action was taken.

E1.33.g.4. ........... The identity of the person determining that the discrepancy has been cor- rected..

* Note: If the sponsor has an approved discrepancy prioritization system, this item is satisfied by describing how discrepancies are prioritized, what actions are taken, and how the sponsor will notify the responsible Flight Standards office if the MMI has not been repaired or replaced within the specified timeframe.

[Docket FAA–2002–12461, 73 FR 26490, May 9, 2008, as amended by Docket FAA–2022–1355, Amdt.

60–7, 87 FR 75842, Dec. 9, 2022] Class II. Whether modeling real world or fictional airports (or landing areas for heli- A PPENDIX F TO P ART 60—D EFINITIONS copters), these airport models (or landing areas for helicopters) are those models that AND A BBREVIATIONS FOR F LIGHT are in excess of those used for simulator S IMULATION T RAINING D EVICES qualification at a specified level. The FSTD sponsor is responsible for determining that llllllllllllllllllllllll these models meet the requirements set out B EGIN INFORMATION in Table A3C or C3C, found in attachment 2 of Appendix A or C, as appropriate.

1. S OME OF THE DEFINITIONS PRESENTED BELOW Class III. This is a special class of airport ARE REPEATED FROM THE DEFINITIONS FOUND model (or landing area for helicopters), used IN 14 CFR PART 1, AS INDICATED PAR - for specific purposes, and includes models ENTHETICALLY that may be incomplete or inaccurate when viewed without restriction, but when appro- E ND INFORMATION priate limits are applied (e.g., ‘‘valid for use llllllllllllllllllllllll only in visibility conditions less than ⁄2 stat- ute mile or RVR2400 feet,’’ ‘‘valid for use B EGIN QPS R EQUIREMENTS only for approaches to Runway 22L and 22R’’), those features that may be incomplete 2. D EFINITIONS or inaccurate may not be able to be recog- 1st Segment —the portion of the takeoff pro- nized as such by the crewmember being file from liftoff to gear retraction. trained, tested, or checked. Class III airport models used for training, testing, or check- 2nd Segment —the portion of the takeoff ing activities under this Chapter requires the profile from after gear retraction to initial certificate holder to submit to the TPAA an flap/slat retraction.

appropriate analysis of the skills, knowl- 3rd Segment —the portion of the takeoff pro- edge, and abilities necessary for competent file after flap/slat retraction is complete.

performance of the task(s) in which this par- Aircraft Data Package —a combination of ticular model is to be used, and requires the various types of data used to design, pro- TPAA acceptance of each Class III model.

gram, manufacture, modify, and test the Altitude —pressure altitude (meters or feet) FSTD.

unless specified otherwise.

Airspeed —calibrated airspeed unless other- Angle of Attack —the angle between the air- wise specified and expressed in terms of nau- plane longitudinal axis and the relative wind tical miles per hour (knots).

vector projected onto the airplane plane of Airport Model — symmetry.

Class I. Whether modeling real world or fic- Automatic Testing —FSTD testing where all tional airports (or landing areas for heli- stimuli are under computer control.

copters), these airport models (or landing Bank —the airplane attitude with respect areas for helicopters) are those that meet to or around the longitudinal axis, or roll the requirements of Table A3B or C3B, found angle (degrees).

in attachment 2 of Appendix A or C, as ap- propriate, are evaluated by the responsible Breakout —the force required at the pilot’s Flight Standards office, and are listed on the primary controls to achieve initial move- SOQ. ment of the control position.

Federal Aviation Administration, DOT Pt. 60, App. F

Certificate Holder —a person issued a certifi- Electronic Master Qualification Test Guide — cate under parts 119, 141, or 142 of this chap- an electronic version of the MQTG (eMQTG), ter or a person holding an approved course of where all objective data obtained from air- training for flight engineers in accordance plane testing, or another approved source, with part 63 of this chapter. together with correlating objective test re- Closed Loop Testing —a test method where sults obtained from the performance of the the input stimuli are generated by control- FSTD and a description of the equipment lers that drive the FSTD to follow a pre-de- necessary to perform the evaluation for the fined target response.

initial and the continuing qualification eval- Computer Controlled Aircraft —an aircraft uations is stored, archived, or presented in where all pilot inputs to the control surfaces either reformatted or digitized electronic are transferred and augmented by com- format.

puters.

Engine —as used in this part, the appliance Confined Area (helicopter operations) —an or structure that supplies propulsive force area where the flight of the helicopter is lim- for movement of the aircraft: i.e., The tur- ited in some direction by terrain or the pres- bine engine for turbine powered aircraft; the ence of natural or man-made obstructions turbine engine and propeller assembly for (e.g., a clearing in the woods, a city street, turbo-propeller powered aircraft; and the re- or a road bordered by trees or power lines are ciprocating engine and propeller assembly regarded as confined areas).

for reciprocating engine powered aircraft.

Control Sweep —movement of the appro- For purposes of this part, engine failure is priate pilot controller from neutral to an ex- the failure of either the engine or propeller treme limit in one direction (Forward, Aft, assembly to provide thrust higher than idle Right, or Left), a continuous movement back power thrust due to a failure of either the through neutral to the opposite extreme po- engine or the propeller assembly.

sition, and then a return to the neutral posi- Evaluation —with respect to an individual, tion.

the checking, testing, or review associated Convertible FSTD —an FSTD in which hard- with flight crewmember qualification, train- ware and software can be changed so that the ing, and certification under parts 61, 63, 121, FSTD becomes a replica of a different model, or 135 of this chapter. With respect to an usually of the same type aircraft. The same FSTD, the qualification activities for the de- FSTD platform, flight deck shell, motion vice (e.g., the objective and subjective tests, system, visual system, computers, and pe- the inspections, or the continuing qualifica- ripheral equipment can be used in more than tion evaluations) associated with the re- one simulation.

quirements of this part.

Critical Engine Parameter —the parameter Fictional Airport —a visual model of an air- that is the most accurate measure of propul- port that is a collection of ‘‘non-real world’’ sive force.

terrain, instrument approach procedures, Deadband —the amount of movement of the navigation aids, maps, and visual modeling input for a system for which there is no reac- detail sufficient to enable completion of an tion in the output or state of the system ob- Airline Transport Pilot Certificate or Type served.

Rating.

Distance —the length of space between two Flight Experience —recency of flight experi- points, expressed in terms of nautical miles ence for landing credit purposes.

unless otherwise specified.

Flight Simulation Training Device (FSTD) —a Discrepancy —as used in this part, an aspect full flight simulator (FFS) or a flight train- of the FSTD that is not correct with respect ing device (FTD). (Part 1) to the aircraft being simulated. This in- Flight Test Data —(a subset of objective cludes missing, malfunctioning, or inoper- data) aircraft data collected by the aircraft ative components that are required to be manufacturer or other acceptable data sup- present and operate correctly for training, plier during an aircraft flight test program.

evaluation, and experience functions to be Flight Training Device (FTD) —a replica of creditable. It also includes errors in the doc- aircraft instruments, equipment, panels, and umentation used to support the FSTD (e.g., controls in an open flight deck area or an en- MQTG errors, information missing from the closed aircraft flight deck replica. It in- MQTG, or required statements from appro- cludes the equipment and computer pro- priately qualified personnel).

Downgrade —a permanent change in the grams necessary to represent aircraft (or set qualification level of an FSTD to a lower of aircraft) operations in ground and flight level. conditions having the full range of capabili- Driven —a test method where the input ties of the systems installed in the device as stimulus or variable is positioned by auto- described in part 60 of this chapter and the matic means, usually a computer input. qualification performance standard (QPS) for Electronic Copy of the MQTG —an electronic a specific FTD qualification level. (Part 1) copy of the MQTG provided by an electronic Free Response —the response of the FSTD scan presented in a format, acceptable to the after completion of a control input or dis- responsible Flight Standards office. turbance.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. F

Frozen —a test condition where one or more members and their baggage; and emergency variables are held constant with time. equipment.

FSTD Approval —the extent to which an Light Gross Weight —a weight chosen by the FSTD may be used by a certificate holder as sponsor or data provider that is not more authorized by the FAA. than 120% of the BOW of the aircraft being simulated or the minimum practical oper- FSTD Directive —a document issued by the ating weight of the test aircraft.

FAA to an FSTD sponsor requiring a modi- Medium Gross Weight —a weight chosen by fication to the FSTD due to a safety-of-flight the sponsor or data provider that is within issue and amending the qualification basis 10% of the average of the numerical values of for the FSTD.

the BOW and the maximum certificated FSTD Latency —the additional time for the gross weight.

FSTD to respond to input that is beyond the Near Maximum Gross Weight —a weight cho- response time of the aircraft.

sen by the sponsor or data provider that is FSTD Performance —the overall perform- not less than the BOW of the aircraft being ance of the FSTD, including aircraft per- simulated plus 80% of the difference between formance (e.g., thrust/drag relationships, the maximum certificated gross weight (ei- climb, range) and flight and ground han- ther takeoff weight or landing weight, as ap- dling.

propriate for the test) and the BOW.

Full Flight Simulator (FFS) —a replica of a Ground Effect —the change in aerodynamic specific type, make, model, or series aircraft.

characteristics due to of the change in the It includes the equipment and computer pro- airflow past the aircraft caused by the prox- grams necessary to represent aircraft oper- imity of the earth’s surface to the airplane.

ations in ground and flight conditions, a vis- Hands Off —a test maneuver conducted ual system providing an out-of-the-flight without pilot control inputs.

deck view, a system that provides cues at Hands On —a test maneuver conducted with least equivalent to those of a three-degree- pilot control inputs as required.

of-freedom motion system, and has the full Heave —FSTD movement with respect to or range of capabilities of the systems installed along the vertical axis.

in the device as described in part 60 of this Height —the height above ground level (or chapter and the QPS for a specific FFS qual- AGL) expressed in meters or feet.

ification level. (Part 1) ‘‘In Use’’ Runway —as used in this part, the Gate Clutter —the static and moving ground runway that is currently selected, able to be traffic (e.g., other airplanes; tugs; power or used for takeoffs and landings, and has the baggage carts; fueling, catering, or cargo surface lighting and markings required by trucks; pedestrians) presented to pose a po- this part. Also known as the ‘‘active’’ run- tential conflict with the simulated aircraft way.

during ground operations around the point Integrated Testing —testing of the FSTD so where the simulated airplane is to be parked that all aircraft system models are active between flights and contribute appropriately to the results.

Generic Airport Model —a Class III visual With integrated testing, none of the models model that combines correct navigation aids used are substituted with models or other al- for a real world airport with a visual model gorithms intended for testing only.

that does not depict that same airport.

Irreversible Control System —a control sys- Grandfathering —as used in this part, the tem where movement of the control surface practice of assigning a qualification basis for will not backdrive the pilot’s control on the an FSTD based on the period of time during flight deck.

which a published set of standards governed Locked —a test condition where one or more the requirements for the initial and con- variables are held constant with time.

tinuing qualification of FSTDs. Each FSTD Manual Testing —FSTD testing conducted manufactured during this specified period of without computer inputs except for initial time is ‘‘grandfathered’’ or held to the stand- setup, and all modules of the simulation are ards that were in effect during that time pe- active.

riod. The grandfathered standards remain Master Qualification Test Guide (MQTG) — applicable to each FSTD manufactured dur- the FAA-approved Qualification Test Guide ing the stated time period regardless of any with the addition of the FAA-witnessed test subsequent modification to those standards results, applicable to each individual FSTD.

and regardless of the sponsor, as long as the Medium —the normal operational weight for FSTD remains qualified or is maintained in a given flight segment.

a non-qualified status in accordance with the Near Limiting Performance —the perform- specific requirements and time periods pre- ance level the operating engine must be re- scribed in this part.

quired to achieve to have sufficient power to Gross Weight —For objective test purposes: land a helicopter after experiencing a single Basic Operating Weight (BOW) —the empty engine failure during takeoff of a multien- weight of the aircraft plus the weight of the gine helicopter. The operating engine must following: Normal oil quantity; lavatory be required to operate within at least 5 per- servicing fluid; potable water; required crew- cent of the maximum RPM or temperature

Federal Aviation Administration, DOT Pt. 60, App. F

limits of the gas turbine or power turbine, or bility, the configuration of the aircraft sim- operate within at least 5 percent of the max- ulated, and other information for the eval- imum drive train torque limits. Near lim- uator to assess the FSTD against the appli- iting performance is based on the existing cable regulatory criteria.

combination of density altitude, tempera- Quality Management System (QMS) —a flight ture, and helicopter gross weight. simulation quality-systems that can be used Nominal —the normal operating configura- for external quality-assurance purposes. It is tion, atmospheric conditions, and flight pa- designed to identify the processes needed, de- rameters for the specified flight segment.

termine the sequence and interaction of the Non-Normal Control —a term used in ref- processes, determine criteria and methods erence to Computer Controlled Aircraft. It is required to ensure the effective operation the state where one or more of the intended and control of the processes, ensure the control, augmentation, or protection func- availability of information necessary to sup- tions are not fully working. Note: Specific port the operation and monitoring of the terms such as ALTERNATE, DIRECT, SEC- processes, measure, monitor, and analyze the ONDARY, or BACKUP may be used to define processes, and implement the actions nec- an actual level of degradation.

essary to achieve planned results.

Normal Control —a term used in reference to Real-World Airport —as used in this part in Computer Controlled Aircraft. It is the state reference to airport visual models, a com- where the intended control, augmentation, puter generated visual depiction of an exist- and protection functions are fully working.

ing airport.

Objective Data —quantitative data, accept- Representative —when used as an adjective able to the NSPM, used to evaluate the in this part, typical, demonstrative, or char- FSTD.

acteristic of, the feature being described. For Objective Test —a quantitative measurement example, ‘‘representative sampling of tests’’ and evaluation of FSTD performance.

means a sub-set of the complete set of all Pitch —the airplane attitude with respect tests such that the sample includes one or to, or around, the lateral axis expressed in more of the tests in each of the major cat- degrees.

egories, the results of which provide the Power Lever Angle (PLA) —the angle of the evaluator with an overall understanding of pilot’s primary engine control lever(s) on the the performance and handling characteris- flight deck. This may also be referred to as tics of the FSTD.

THROTTLE or POWER LEVER.

Reversible Control System —a control system Predicted Data —estimations or extrapo- in which movement of the control surface lations of existing flight test data or data will backdrive the pilot’s control on the from other simulation models using engi- flight deck.

neering analyses, engineering simulations, Roll —the airplane attitude with respect to, design data, or wind tunnel data.

or around, the longitudinal axis expressed in Protection Functions —systems functions de- degrees.

signed to protect an airplane from exceeding Set of Aircraft —aircraft that share similar its flight maneuver limitations.

handling and operating characteristics, simi- Pulse Input —a step input to a control fol- lar operating envelopes, and have the same lowed by an immediate return to the initial number and type of engines or powerplants.

position.

Sideslip Angle —the angle between the rel- Qualification Level —the categorization of ative wind vector and the airplane plane of an FSTD established by the NSPM based on symmetry. (Note: this definition replaces the the FSTDs demonstrated technical and oper- current definition of ‘‘sideslip.’’) ational capabilities as prescribed in this Simulation Quality Management System part.

(SQMS) —the elements of a quality manage- Qualification Performance Standard (QPS) — ment system for FSTD continuing qualifica- the collection of procedures and criteria used tion.

when conducting objective and subjective tests, to establish FSTD qualification levels. Snapshot —a presentation of one or more The QPS are published in the appendices to variables at a given instant of time.

this part, as follows: Appendix A, for Air- Special Evaluation —an evaluation of the plane Simulators; Appendix B, for Airplane FSTD for purposes other than initial, up- Flight Training Devices; Appendix C, for Hel- grade, or continuing qualification. Cir- icopter Simulators; Appendix D, for Heli- cumstances that may require a special eval- copter Flight Training Devices; Appendix E, uation include movement of the FSTD to a for Quality Management Systems for Flight different location, or an update to FSTD Simulation Training Devices; and Appendix software or hardware that might affect per- F, for Definitions and Abbreviations for formance or flying qualities.

Flight Simulation Training Devices. Sponsor —a certificate holder who seeks or Qualification Test Guide (QTG) —the pri- maintains FSTD qualification and is respon- mary reference document used for evalu- sible for the prescribed actions as prescribed ating an aircraft FSTD. It contains test re- in this part and the QPS for the appropriate sults, statements of compliance and capa- FSTD and qualification level.

14 CFR Ch. I (1–1–25 Edition) Pt. 60, App. F

Statement of Compliance and Capability Visual System Response Time —the interval (SOC) —a declaration that a specific require- from a control input to the completion of the ment has been met and explaining how the visual display scan of the first video field requirement was met (e.g., gear modeling ap- containing the resulting different informa- proach, coefficient of friction sources). The tion.

SOC must also describe the capability of the Yaw —the airplane attitude with respect to, FSTD to meet the requirement, including or around, the vertical axis expressed in de- references to sources of information for grees.

showing compliance, rationale to explain 3. Abbreviations how the referenced material is used, mathe- AFM Airplane Flight Manual.

matical equations and parameter values AGL Above Ground Level (meters or feet).

used, and conclusions reached.

AOA Angle of Attack (degrees).

Step Input —an abrupt control input held at APD Aircrew Program Designee.

a constant value.

CCA Computer Controlled Aircraft.

Subjective Test —a qualitative assessment of 2 2 cd/m2 candela/meter , 3.4263 candela/m = 1 the performance and operation of the FSTD.

ft-Lambert.

Surge —FSTD movement with respect to or CFR Code of Federal Regulations.

along the longitudinal axis.

cm(s) centimeter, centimeters.

Sway —FSTD movement with respect to or daN decaNewtons, one (1) decaNewton = 2.27 along the lateral axis.

pounds.

—Total time of the flare maneuver.

T f deg(s) degree, degrees.

T —Total time from initial throttle move- i DOF Degrees-of-freedom.

ment until a 10% response of a critical en- eMQTG Electronic Master Qualification gine parameter.

Test Guide.

T —Total time from initial throttle move- t EPR Engine Pressure Ratio.

ment to an increase of 90% of go around FAA Federal Aviation Administration power or a decrease of 90% from maximum (U.S.).

take-off power.

FATO Final Approach and Take Off area Time History —a presentation of the change fpm feet per minute.

of a variable with respect to time.

ft foot/feet, 1 foot = 0.304801 meters.

Training Program Approval Authority ft-Lambert foot-Lambert, 1 ft-Lambert = (TPAA) —a person authorized by the Adminis- 3.4263 candela/m .

trator to approve the aircraft flight training g Acceleration due to Gravity (meters or program in which the FSTD will be used.

2 2 2 feet/sec ); 1g = 9.81 m/sec or 32.2 feet/sec .

Training Restriction —a temporary condition G/S Glideslope.

where an FSTD with missing, malfunc- IATA International Airline Transport Asso- tioning, or inoperative (MMI) components ciation.

may continue to be used at the qualification ICAO International Civil Aviation Organi- level indicated on its SOQ, but restricted zation.

from completing the tasks for which the cor- IGE In ground effect.

rect function of the MMI component is re- ILS Instrument Landing System.

quired.

IOS Instructor Operating Station.

Transport Delay or ‘‘Throughput’’ —the total IQTG International Qualification Test FSTD system processing time required for Guide.

an input signal from a pilot primary flight km Kilometers; 1 km = 0.62137 Statute control until motion system, visual system, Miles.

or instrument response. It is the overall time kPa KiloPascal (Kilo Newton/Meters2). 1 psi delay incurred from signal input to output = 6.89476 kPa.

response. It does not include the char- kts Knots calibrated airspeed unless other- acteristic delay of the airplane simulated.

wise specified, 1 knot = 0.5148 m/sec or 1.689 Update —an improvement to or moderniza- ft/sec.

tion of the quality or the accuracy of the lb(s) pound(s), one (1) pound = 0.44 FSTD without affecting the qualification decaNewton.

level of the FSTD.

LDP Landing decision point.

Upgrade —the improvement or enhance- MQTG Master Qualification Test Guide ment of an FSTD for the purpose of achiev- M,m Meters, 1 Meter = 3.28083 feet.

ing a higher qualification level.

Validation Data —objective data used to de- Min(s) Minute, minutes.

termine if the FSTD performance is within MLG Main Landing Gear.

the tolerances prescribed in the QPS. Mpa MegaPascals (1 psi = 6894.76 pascals).

Validation Test —an objective test where ms millisecond(s).

FSTD parameters are compared to the rel- N NORMAL CONTROL Used in reference to evant validation data to ensure that the Computer Controlled Aircraft.

FSTD performance is within the tolerances nm Nautical Mile(s) 1 Nautical Mile = 6,080 prescribed in the QPS. feet.

Visual Data Base —a display that may in- NN NON-NORMAL CONTROL Used in ref- clude one or more airport models. erence to Computer Controlled Aircraft.

Federal Aviation Administration, DOT Pt. 61

N1 Low Pressure Rotor revolutions per 1275, Amdt. 60–8, 89 FR 92483, Nov. 21, 2024, ef- minute, expressed in percent of maximum. fective Jan. 21, 2025.

N2 High Pressure Rotor revolutions per S PECIAL F EDERAL A VIATION R EGULATION N O .

minute, expressed in percent of maximum.

N3 High Pressure Rotor revolutions per minute, expressed in percent of maximum.

Subpart A—General NWA Nosewheel Angle (degrees).

OGE Out of ground effect. Sec.

PAPI Precision Approach Path Indicator 61.1 Applicability and definitions.

System. 61.2 Exercise of Privilege.

Pf Impact or Feel Pressure, often expressed 61.3 Requirement for certificates, ratings, as ‘‘q.’’ and authorizations.

PLA Power Lever Angle.

61.4 Qualification and approval of flight PLF Power for Level Flight.

simulators and flight training devices.

psi pounds per square inch.

61.5 Certificates and ratings issued under QPS Qualification Performance Standard.

this part.

QTG Qualification Test Guide.

61.7 Obsolete certificates and ratings.

RAE Royal Aerospace Establishment.

61.8 Inapplicability of unmanned aircraft R/C Rate of Climb (meters/sec or feet/min).

operations.

R/D Rate of Descent (meters/sec or feet/ 61.9 [Reserved] min).

61.11 Expired pilot certificates and REIL Runway End Identifier Lights.

reissuance.

RVR Runway Visual Range (meters or 61.13 Issuance of airman certificates, rat- feet).

ings, and authorizations.

s second(s).

61.14 Incorporation by Reference.

sec(s) second, seconds.

61.15 Offenses involving alcohol or drugs.

sm Statute Mile(s) 1 Statute Mile = 5,280 61.16 Refusal to submit to an alcohol test or feet.

to furnish test results.

SMGCS Surface Movement Guidance and 61.17 Temporary certificate.

Control System.

61.18 [Reserved] SOC Statement of Compliance and Capa- 61.19 Duration of pilot and instructor cer- bility.

tificates and privileges.

SOQ Statement of Qualification.

61.21 Duration of a Category II and a Cat- TIR Type Inspection Report.

egory III pilot authorization (for other TLOF Touchdown and Loft Off area.

than part 121 and part 135 use).

T/O Takeoff.

61.23 Medical certificates: Requirement and VASI Visual Approach Slope Indicator Sys- duration.

tem.

61.25 Change of name.

VGS Visual Ground Segment.

61.27 Voluntary surrender or exchange of V Decision speed.

certificate.

V Takeoff safety speed.

61.29 Replacement of a lost or destroyed air- Vmc Minimum Control Speed.

man or medical certificate or knowledge Vmca Minimum Control Speed in the air.

test report.

Vmcg Minimum Control Speed on the 61.31 Type rating requirements, additional ground.

training, and authorization require- Vmcl Minimum Control Speed—Landing.

ments.

Vmu The speed at which the last main 61.33 Tests: General procedure.

landing gear leaves the ground.

61.35 Knowledge test: Prerequisites and V Rotate Speed.

R passing grades.

V Stall Speed or minimum speed in the S 61.37 Knowledge tests: Cheating or other stall.

unauthorized conduct.

WAT Weight, Altitude, Temperature.

61.39 Prerequisites for practical tests.

61.40 Relief for U.S. military and civilian E ND QPS R EQUIREMENTS personnel who are assigned outside the United States in support of U.S. Armed [Docket FAA–2002–12461, 73 FR 26490, May 9, Forces operations.

2008, as amended by Docket FAA–2022–1355, 61.41 Flight training received from flight Amdt. 60–7, 87 FR 75845, Dec. 9, 2022] instructors not certificated by the FAA.

61.43 Practical tests: General procedures.

PART 61—CERTIFICATION: PILOTS, 61.45 Practical tests: Required aircraft and FLIGHT INSTRUCTORS, AND equipment.

61.47 Status of an examiner who is author-

GROUND INSTRUCTORS

ized by the Administrator to conduct practical tests.

E FFECTIVE D ATE N OTE : Amendments to 61.49 Retesting after failure.

part 61 were published by Docket FAA–2023– 61.51 Pilot logbooks.