[Title 14 CFR ]
[Code of Federal Regulations (annual edition) - January 1, 2008 Edition]
[From the U.S. Government Printing Office]



[[Page i]]

          

          14


          Parts 60 to 139

                         Revised as of January 1, 2008


          Aeronautics and Space
          



________________________

          Containing a codification of documents of general 
          applicability and future effect

          As of January 1, 2008
          With Ancillaries
                    Published by:
                    Office of the Federal Register
                    National Archives and Records
                    Administration
                    A Special Edition of the Federal Register

[[Page ii]]

          U.S. GOVERNMENT OFFICIAL EDITION NOTICE

          Legal Status and Use of Seals and Logos
          
          
          The seal of the National Archives and Records Administration 
              (NARA) authenticates the Code of Federal Regulations (CFR) as 
              the official codification of Federal regulations established 
              under the Federal Register Act. Under the provisions of 44 
              U.S.C. 1507, the contents of the CFR, a special edition of the 
              Federal Register, shall be judicially noticed. The CFR is 
              prima facie evidence of the original documents published in 
              the Federal Register (44 U.S.C. 1510).

          It is prohibited to use NARA's official seal and the stylized Code 
              of Federal Regulations logo on any republication of this 
              material without the express, written permission of the 
              Archivist of the United States or the Archivist's designee. 
              Any person using NARA's official seals and logos in a manner 
              inconsistent with the provisions of 36 CFR part 1200 is 
              subject to the penalties specified in 18 U.S.C. 506, 701, and 
              1017.

          Use of ISBN Prefix

          This is the Official U.S. Government edition of this publication 
              and is herein identified to certify its authenticity. Use of 
              the 0-16 ISBN prefix is for U.S. Government Printing Office 
              Official Editions only. The Superintendent of Documents of the 
              U.S. Government Printing Office requests that any reprinted 
              edition clearly be labeled as a copy of the authentic work 
              with a new ISBN.

              
              
          U . S . G O V E R N M E N T P R I N T I N G O F F I C E

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

          U.S. Superintendent of Documents  Washington, DC 
              20402-0001

          http://bookstore.gpo.gov

          Phone: toll-free (866) 512-1800; DC area (202) 512-1800

[[Page iii]]




                            Table of Contents



                                                                    Page
  Explanation.................................................       v

  Title 14:
          Chapter I--Federal Aviation Administration, 
          Department of Transportation (Continued)                   3
  Finding Aids:
      Material Approved for Incorporation by Reference........    1219
      Table of CFR Titles and Chapters........................    1221
      Alphabetical List of Agencies Appearing in the CFR......    1239
      List of CFR Sections Affected...........................    1249

[[Page iv]]





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

                     Cite this Code: CFR
                     To cite the regulations in 
                       this volume use title, 
                       part and section number. 
                       Thus, 14 CFR 60.1 refers 
                       to title 14, part 60, 
                       section 1.

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

[[Page v]]



                               EXPLANATION

    The Code of Federal Regulations is a codification of the general and 
permanent rules published in the Federal Register by the Executive 
departments and agencies of the Federal Government. The Code is divided 
into 50 titles which represent broad areas subject to Federal 
regulation. Each title is divided into chapters which usually bear the 
name of the issuing agency. Each chapter is further subdivided into 
parts covering specific regulatory areas.
    Each volume of the Code is revised at least once each calendar year 
and issued on a quarterly basis approximately as follows:

Title 1 through Title 16.................................as of January 1
Title 17 through Title 27..................................as of April 1
Title 28 through Title 41...................................as of July 1
Title 42 through Title 50................................as of October 1

    The appropriate revision date is printed on the cover of each 
volume.

LEGAL STATUS

    The contents of the Federal Register are required to be judicially 
noticed (44 U.S.C. 1507). The Code of Federal Regulations is prima facie 
evidence of the text of the original documents (44 U.S.C. 1510).

HOW TO USE THE CODE OF FEDERAL REGULATIONS

    The Code of Federal Regulations is kept up to date by the individual 
issues of the Federal Register. These two publications must be used 
together to determine the latest version of any given rule.
    To determine whether a Code volume has been amended since its 
revision date (in this case, January 1, 2008), consult the ``List of CFR 
Sections Affected (LSA),'' which is issued monthly, and the ``Cumulative 
List of Parts Affected,'' which appears in the Reader Aids section of 
the daily Federal Register. These two lists will identify the Federal 
Register page number of the latest amendment of any given rule.

EFFECTIVE AND EXPIRATION DATES

    Each volume of the Code contains amendments published in the Federal 
Register since the last revision of that volume of the Code. Source 
citations for the regulations are referred to by volume number and page 
number of the Federal Register and date of publication. Publication 
dates and effective dates are usually not the same and care must be 
exercised by the user in determining the actual effective date. In 
instances where the effective date is beyond the cut-off date for the 
Code a note has been inserted to reflect the future effective date. In 
those instances where a regulation published in the Federal Register 
states a date certain for expiration, an appropriate note will be 
inserted following the text.

OMB CONTROL NUMBERS

    The Paperwork Reduction Act of 1980 (Pub. L. 96-511) requires 
Federal agencies to display an OMB control number with their information 
collection request.

[[Page vi]]

Many agencies have begun publishing numerous OMB control numbers as 
amendments to existing regulations in the CFR. These OMB numbers are 
placed as close as possible to the applicable recordkeeping or reporting 
requirements.

OBSOLETE PROVISIONS

    Provisions that become obsolete before the revision date stated on 
the cover of each volume are not carried. Code users may find the text 
of provisions in effect on a given date in the past by using the 
appropriate numerical list of sections affected. For the period before 
January 1, 1986, consult either the List of CFR Sections Affected, 1949-
1963, 1964-1972, or 1973-1985, published in seven separate volumes. For 
the period beginning January 1, 1986, a ``List of CFR Sections 
Affected'' is published at the end of each CFR volume.

INCORPORATION BY REFERENCE

    What is incorporation by reference? Incorporation by reference was 
established by statute and allows Federal agencies to meet the 
requirement to publish regulations in the Federal Register by referring 
to materials already published elsewhere. For an incorporation to be 
valid, the Director of the Federal Register must approve it. The legal 
effect of incorporation by reference is that the material is treated as 
if it were published in full in the Federal Register (5 U.S.C. 552(a)). 
This material, like any other properly issued regulation, has the force 
of law.
    What is a proper incorporation by reference? The Director of the 
Federal Register will approve an incorporation by reference only when 
the requirements of 1 CFR part 51 are met. Some of the elements on which 
approval is based are:
    (a) The incorporation will substantially reduce the volume of 
material published in the Federal Register.
    (b) The matter incorporated is in fact available to the extent 
necessary to afford fairness and uniformity in the administrative 
process.
    (c) The incorporating document is drafted and submitted for 
publication in accordance with 1 CFR part 51.
    Properly approved incorporations by reference in this volume are 
listed in the Finding Aids at the end of this volume.
    What if the material incorporated by reference cannot be found? If 
you have any problem locating or obtaining a copy of material listed in 
the Finding Aids of this volume as an approved incorporation by 
reference, please contact the agency that issued the regulation 
containing that incorporation. If, after contacting the agency, you find 
the material is not available, please notify the Director of the Federal 
Register, National Archives and Records Administration, Washington DC 
20408, or call 202-741-6010.

CFR INDEXES AND TABULAR GUIDES

    A subject index to the Code of Federal Regulations is contained in a 
separate volume, revised annually as of January 1, entitled CFR Index 
and Finding Aids. This volume contains the Parallel Table of Statutory 
Authorities and Agency Rules (Table I). A list of CFR titles, chapters, 
and parts and an alphabetical list of agencies publishing in the CFR are 
also included in this volume.
    An index to the text of ``Title 3--The President'' is carried within 
that volume.
    The Federal Register Index is issued monthly in cumulative form. 
This index is based on a consolidation of the ``Contents'' entries in 
the daily Federal Register.
    A List of CFR Sections Affected (LSA) is published monthly, keyed to 
the revision dates of the 50 CFR titles.

[[Page vii]]


REPUBLICATION OF MATERIAL

    There are no restrictions on the republication of material appearing 
in the Code of Federal Regulations.

INQUIRIES

    For a legal interpretation or explanation of any regulation in this 
volume, contact the issuing agency. The issuing agency's name appears at 
the top of odd-numbered pages.
    For inquiries concerning CFR reference assistance, call 202-741-6000 
or write to the Director, Office of the Federal Register, National 
Archives and Records Administration, Washington, DC 20408 or e-mail 
fedreg.info@nara.gov.

SALES

    The Government Printing Office (GPO) processes all sales and 
distribution of the CFR. For payment by credit card, call toll-free, 
866-512-1800, or DC area, 202-512-1800, M-F 8 a.m. to 4 p.m. e.s.t. or 
fax your order to 202-512-2250, 24 hours a day. For payment by check, 
write to: US Government Printing Office - New Orders, P.O. Box 979050, 
St. Louis, MO 63197-9000. For GPO Customer Service call 202-512-1803.

ELECTRONIC SERVICES

    The full text of the Code of Federal Regulations, the LSA (List of 
CFR Sections Affected), The United States Government Manual, the Federal 
Register, Public Laws, Public Papers, Weekly Compilation of Presidential 
Documents and the Privacy Act Compilation are available in electronic 
format at www.gpoaccess.gov/nara (``GPO Access''). For more information, 
contact Electronic Information Dissemination Services, U.S. Government 
Printing Office. Phone 202-512-1530, or 888-293-6498 (toll-free). E-
mail, gpoaccess@gpo.gov.
    The Office of the Federal Register also offers a free service on the 
National Archives and Records Administration's (NARA) World Wide Web 
site for public law numbers, Federal Register finding aids, and related 
information. Connect to NARA's web site at www.archives.gov/federal-
register. The NARA site also contains links to GPO Access.

    Raymond A. Mosley,
    Director,
    Office of the Federal Register.
    January 1, 2008.







[[Page ix]]



                               THIS TITLE

    Title 14--Aeronautics and Space is composed of five volumes. The 
parts in these volumes are arranged in the following order: parts 1-59, 
60-139, 140-199, 200-1199, and part 1200-End. The first three volumes 
containing parts 1-199 are comprised of chapter I--Federal Aviation 
Administration, Department of Transportation (DOT). The fourth volume 
containing parts 200-1199 is comprised of chapter II--Office of the 
Secretary, DOT (Aviation Proceedings) and chapter III--Commercial Space 
Transportation, Federal Aviation Administration, DOT. The fifth volume 
containing part 1200-End is comprised of chapter V--National Aeronautics 
and Space Administration and chapter VI--Office of Management and 
Budget. The contents of these volumes represent all current regulations 
codified under this title of the CFR as of January 1, 2008.

    For this volume, Bonnie Fritts was Chief Editor. The Code of Federal 
Regulations publication program is under the direction of Michael L. 
White, assisted by Ann Worley.


[[Page 1]]



                     TITLE 14--AERONAUTICS AND SPACE




                  (This book contains parts 60 to 139)

  --------------------------------------------------------------------
                                                                    Part

chapter i--Federal Aviation Administration, Department of 
  Transportation (Continued)................................          60

[[Page 3]]



CHAPTER I--FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION 
                               (CONTINUED)




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

                          SUBCHAPTER D--AIRMEN
Part                                                                Page
60              Flight simulation training device initial 
                    and continuing qualification and use....           5
61              Certification: Pilots, flight instructors, 
                    and ground instructors..................         308
63              Certification: Flight crewmembers other than 
                    pilots..................................         422
65              Certification: Airmen other than flight 
                    crewmembers.............................         444
67              Medical standards and certification.........         465
                         SUBCHAPTER E--AIRSPACE
71              Designation of class A, B, C, D, and E 
                    airspace areas; air traffic service 
                    routes; and reporting points............         478
73              Special use airspace........................         482

75

[Reserved]

77              Objects affecting navigable airspace........         484
          SUBCHAPTER F--AIR TRAFFIC AND GENERAL OPERATING RULES
91              General operating and flight rules..........         498
93              Special air traffic rules...................         636
95              IFR altitudes...............................         673
97              Standard instrument procedures..............         681
99              Security control of air traffic.............         683
101             Moored balloons, kites, unmanned rockets and 
                    unmanned free balloons..................         687
103             Ultralight vehicles.........................         692

[[Page 4]]

105             Parachute Operations........................         694
   SUBCHAPTER G--AIR CARRIERS AND OPERATORS FOR COMPENSATION OR HIRE: 
                      CERTIFICATION AND OPERATIONS
119             Certification: Air carriers and commercial 
                    operators...............................         701
121             Operating requirements: Domestic, flag, and 
                    supplemental operations.................         721
125             Certification and operations: Airplanes 
                    having a seating capacity of 20 or more 
                    passengers or a maximum payload capacity 
                    of 6,000 pounds or more; and rules 
                    governing persons on board such aircraft         979
129             Operations: Foreign air carriers and foreign 
                    operators of U.S.-registered aircraft 
                    engaged in common carriage..............        1042
133             Rotorcraft external-load operations.........        1053
135             Operating requirements: Commuter and on 
                    demand operations and rules governing 
                    persons on board such aircraft..........        1060
136             Commericial air tours and National Parks air 
                    tour management.........................        1182
137             Agricultural aircraft operations............        1189
139             Certification of airports...................        1196

[[Page 5]]



                           SUBCHAPTER D_AIRMEN





PART 60_FLIGHT SIMULATION TRAINING DEVICE INITIAL AND CONTINUING QUALIFICATION AND USE--Table of Contents




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

Appendix A to Part 60--Qualification Performance Standards for Airplane 
          Full Flight Simulators
Appendix B to Part 60--Qualification Performance Standards for Airplane 
          Flight Training Devices
Appendix C to Part 60--Qualification Performance Standards for 
          Helicopter Full Flight Simulators
Appendix D to Part 60--Qualification Performance Standards for 
          Helicopter Flight Training Devices
Appendix E to Part 60--Quality Management Systems for Flight Simulation 
          Training Devices
Appendix F to Part 60--Definitions and Abbreviations for Flight 
          Simulation Training Devices

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

    Source: 71 FR 63426, Oct. 30, 2006, unless otherwise noted.

    Effective Date Note: By Doc. No. FAA-2002-12461, 71 FR 63426, Oct. 
30, 2006, part 60 was added, effective Oct. 30, 2007. At 72 FR 59599, 
Oct. 22, 2007, effectiveness was delayed to May 30, 2008, and 
corrections were made to Sec. Sec. 60.5, 60.7 and 60.17 to reflect the 
date change.



Sec. 60.1  Applicability.

    (a) This part prescribes the rules governing the initial and 
continuing qualification and use of all aircraft flight simulation 
training devices (FSTD) used for meeting training, evaluation, or flight 
experience requirements of this chapter for flight crewmember 
certification or qualification.
    (b) The rules of this part apply to each person using or applying to 
use an FSTD to meet any requirement of this chapter.
    (c) The requirements of Sec. 60.33 regarding falsification of 
applications, records, or reports also apply to each person who uses an 
FSTD for training, evaluation, or obtaining flight experience required 
for flight crewmember certification or qualification under this chapter.



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

    (a) The rules of this part that are directed to a sponsor of an FSTD 
also apply to any person who uses or causes the use of an FSTD when--
    (1) That person knows that the FSTD does not have an FAA-approved 
sponsor; and
    (2) The use of the FSTD by that person is nonetheless claimed for 
purposes of meeting any requirement of this chapter or that person knows 
or should have known that the person's acts or omissions would cause 
another person

[[Page 6]]

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



Sec. 60.3  Definitions.

    In addition to the definitions in part 1 of this chapter, other 
terms and definitions applicable to this part are found in appendix F of 
this part.



Sec. 60.4  Qualification Performance Standards.

    The Qualification Performance Standards (QPS) are published in 
appendices to this part as follows:
    (a) Appendix A contains the QPS for Airplane Flight Simulators.
    (b) Appendix B contains the QPS for Airplane Flight Training 
Devices.
    (c) Appendix C contains the QPS for Helicopter Flight Simulators.
    (d) Appendix D contains the QPS for Helicopter Flight Training 
Devices.
    (e) Appendix E contains the QPS for Quality Management Systems for 
FSTDs.
    (f) Appendix F contains the QPS for Definitions and Abbreviations 
for FSTDs.



Sec. 60.5  Quality management system.

    (a) After October 30, 2009, no sponsor may use or allow the use of 
or offer the use of an FSTD for flight crewmember training or evaluation 
or for obtaining flight experience to meet any requirement of this 
chapter unless the sponsor has established and follows a quality 
management system (QMS), currently approved by the National Simulator 
Program Manager (NSPM), for the continuing surveillance and analysis of 
the sponsor's performance and effectiveness in providing a satisfactory 
FSTD for use on a regular basis as described in QPS appendix E of this 
part.
    (b) The QMS program must provide a process for identifying 
deficiencies in the program and for documenting how the program will be 
changed to address these deficiencies.
    (c) Whenever the NSPM finds that the QMS program does not adequately 
address the procedures necessary to meet the requirements of this part, 
the sponsor must, after notification by the NSPM, change the program so 
the procedures meet the requirements of this part. Each such change must 
be approved by the NSPM prior to implementation.
    (d) Within 30 days after the sponsor receives a notice described in 
paragraph (c) of this section, the sponsor may file a petition with the 
Director of Flight Standards Service (the Director) for reconsideration 
of the NSPM finding. The sponsor must address its petition to the 
Director, Flight Standards Service, AFS-1, Federal Aviation 
Administration, 800 Independence Ave., SW., Washington, DC 20591. The 
filing of such a petition to reconsider stays the notice pending a 
decision by the Director. However, if the Director finds that there is a 
situation that requires immediate action in the interest of safety in 
air commerce, he may, upon a statement of the reasons, require a change 
effective without stay.

[71 FR 63426, Oct. 30, 2006, as amended at 72 FR 59599, Oct. 22, 2007]



Sec. 60.7  Sponsor qualification requirements.

    (a) A person is eligible to apply to be a sponsor of an FSTD if the 
following conditions are met:
    (1) The person holds, or is an applicant for, a certificate under 
part 119, 141, or 142 of this chapter; or holds, or is an applicant for, 
an approved flight

[[Page 7]]

engineer course in accordance with part 63 of this chapter.
    (2) The FSTD will be used, or will be offered for use, in the 
sponsor's FAA-approved flight training program for the aircraft being 
simulated as evidenced in a request for evaluation submitted to the 
NSPM.
    (b) A person is a sponsor if the following conditions are met:
    (1) The person is a certificate holder under part 119, 141, or 142 
of this chapter or has an approved flight engineer course in accordance 
with part 63 of this chapter.
    (2) The person has--
    (i) Operations specifications authorizing the use of the specific 
aircraft or set of aircraft and has an FAA-approved training program 
under which at least one FSTD, simulating the aircraft or set of 
aircraft and for which the person is the sponsor, is used by the sponsor 
as described in paragraphs (b)(5) or (b)(6) of this section; or
    (ii) Training specifications or an FAA-approved course of training 
under which at least one FSTD, simulating that aircraft or set of 
aircraft and for which the person is the sponsor, is used by the sponsor 
as described in paragraphs (b)(5) or (b)(6) of this section.
    (3) The person has a quality management system currently approved by 
the NSPM in accordance with Sec. 60.5.
    (4) The NSPM has accepted the person as the sponsor of the FSTD and 
that acceptance has not been withdrawn by the FAA.
    (5) At least one FSTD (as referenced in paragraph (b)(2)(i) or 
(b)(2)(ii) of this section) that is initially qualified on or after 
October 30, 2007, 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/upgrade evaluation, and 
at least once within each subsequent 12-month period thereafter.
    (6) At least one FSTD (as referenced in paragraph (b)(2)(i) or 
(b)(2)(ii) of this section) that was qualified before October 30, 2007, 
is used within the sponsor's FAA-approved flight training program for 
the aircraft or set of aircraft at least once within the 12-month period 
following the first continuing qualification evaluation conducted by the 
NSPM after October 30, 2007 and at least once within each subsequent 12-
month period thereafter.
    (c) If the use requirements of paragraphs (b)(2) and either (b)(5) 
or (b)(6) of this section are not met, the person will forfeit the right 
to sponsor that FSTD and that person will not be eligible to apply to 
sponsor that FSTD for at least 12 calendar months following the 
expiration of the qualification status.
    (d) In addition to the FSTD described in paragraph (b) of this 
section, an FSTD sponsor may sponsor any number of other FSTDs 
regardless of specific aircraft or set of aircraft provided either--
    (1) During the preceding 12-month period, all of the other FSTDs are 
used within the sponsor's or another certificate holder's FAA-approved 
flight training program for the aircraft or set of aircraft simulated; 
or
    (2) The sponsor obtains a written statement at least annually from a 
qualified pilot who has flown the aircraft or set of aircraft (as 
appropriate) during the preceding 12-month period stating that the 
subject FSTD's performance and handling qualities, within the normal 
operating envelope, represent the aircraft or set of aircraft described 
in the FAA Type Certificate and the type data sheet, if appropriate. The 
sponsor must retain the two most current written statements for review 
by the NSPM.

[71 FR 63426, Oct. 30, 2006, as amended at 72 FR 59599, Oct. 22, 2007]



Sec. 60.9  Additional responsibilities of the sponsor.

    (a) The sponsor must allow the NSPM upon request to inspect the FSTD 
as soon as practicable. This inspection may include all records and 
documents relating to the FSTD, to determine its compliance with this 
part.
    (b) The sponsor must do the following for each FSTD:
    (1) Establish a mechanism to receive written comments regarding the 
FSTD and its operation in accordance with the QPS appendix E of this 
part.
    (2) Post in or adjacent to the FSTD the Statement of Qualification 
issued by the NSPM. An electronic copy of the Statement of Qualification 
that

[[Page 8]]

may be accessed by an appropriate terminal or display in or adjacent to 
the FSTD is satisfactory.
    (c) Each sponsor of an FSTD must identify to the NSPM by name, one 
individual to be the management representative (MR).
    (1) One person may serve as an MR for more than one FSTD, but one 
FSTD must not have more than one person serving in this capacity.
    (2) Each MR must be an employee of the sponsor with the 
responsibility and authority to--
    (i) Monitor the on-going qualification of assigned FSTDs to ensure 
that all matters regarding FSTD qualification are being carried out as 
provided for in this part;
    (ii) Ensure that the QMS is properly established, implemented, and 
maintained by overseeing the structure (and modifying where necessary) 
of the QMS policies, practices, and procedures; and
    (iii) Regularly brief sponsor's management on the status of the on-
going FSTD qualification program and the effectiveness and efficiency of 
the QMS.
    (3) The MR serves as the primary contact point for all matters 
between the sponsor and the NSPM regarding the qualification of that 
FSTD as provided for in this part.
    (4) The MR may delegate the duties described in paragraph (c)(2) and 
(c)(3) of this section to an individual at each of the sponsor's 
locations.



Sec. 60.11  FSTD use.

    No person may use or allow the use of or offer the use of an FSTD 
for flight crewmember training or evaluation or for obtaining flight 
experience to meet any of the requirements under this chapter unless, in 
accordance with the QPS for the specific device, the FSTD meets all of 
the following:
    (a) Has a single sponsor who is qualified under Sec. 60.7. The 
sponsor may arrange with another person for services of document 
preparation and presentation, as well as FSTD inspection, maintenance, 
repair, and servicing; however, the sponsor remains responsible for 
ensuring that these functions are conducted in a manner and with a 
result of continually meeting the requirements of this part.
    (b) Is qualified as described in the Statement of Qualification.
    (c) Remains qualified, through satisfactory inspection, continuing 
qualification evaluations, appropriate maintenance, and use requirements 
in accordance with this part and the applicable QPS.
    (d) Functions during day-to-day training, evaluation, or flight 
experience activities with the software and hardware that was evaluated 
as satisfactory by the NSPM and, if modified, modified only in 
accordance with the provisions of this part. However, this section does 
not apply to routine software or hardware changes that do not fall under 
the requirements of Sec. 60.23.
    (e) Is operated in accordance with the provisions and limitations of 
Sec. 60.25.



Sec. 60.13  FSTD objective data requirements.

    (a) Except as provided in paragraph (b) and (c) of this section, for 
the purposes of validating FSTD performance and handling qualities 
during evaluation for qualification, the data made available to the NSPM 
(the validation data package) must include the aircraft manufacturer's 
flight test data and all relevant data developed after the type 
certificate was issued (e.g., data developed in response to an 
airworthiness directive) if such data results from a change in 
performance, handling qualities, functions, or other characteristics of 
the aircraft that must be considered for flight crewmember training, 
evaluation, or for meeting experience requirements of this chapter.
    (b) The validation data package may contain flight test data from a 
source in addition to or independent of the aircraft manufacturer's data 
in support of an FSTD qualification, but only if this data is gathered 
and developed by that source in accordance with flight test methods, 
including a flight test plan, as described in the applicable QPS.
    (c) The validation data package may also contain predicted data, 
engineering simulation data, data from pilot owner or pilot operating 
manuals, or data from public domain sources, provided this data is 
acceptable to the NSPM. If found acceptable the data

[[Page 9]]

may then be used in particular applications for FSTD qualification.
    (d) Data or other material or elements must be submitted in a form 
and manner acceptable to the NSPM.
    (e) The NSPM may require additional objective data, which may 
include flight testing if necessary, if the validation data package does 
not support FSTD qualification requirements as described in this part 
and the applicable QPS appendix.
    (f) When an FSTD sponsor learns, or is advised by an aircraft 
manufacturer or other data provider, that an addition to, an amendment 
to, or a revision of data that may relate to FSTD performance or 
handling characteristics is available, the sponsor must notify the NSPM 
as described in the applicable QPS.



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

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



Sec. 60.15  Initial qualification requirements.

    (a) For each FSTD, the sponsor must submit a request to the NSPM to 
evaluate the FSTD for initial qualification at a specific level and 
simultaneously request the Training Program Approval Authority (TPAA) 
forward a concurring letter to the NSPM. The request must be submitted 
in the form and manner described in the applicable QPS.
    (b) The management representative described in Sec. 60.9(c) must 
sign a statement (electronic signature is acceptable for electronic 
transmissions) after confirming the following:
    (1) The performance and handling qualities of the FSTD represent 
those of the aircraft or set of aircraft within the normal operating 
envelope. This determination must be made by a pilot(s) meeting the 
requirements of paragraph (d) of this section after having flown all of 
the Operations Tasks listed in the applicable QPS appendix relevant to 
the qualification level of the FSTD. Exceptions, if any, must be noted. 
The name of the person(s) making this determination must be available to 
the NSPM upon request.
    (2) The FSTD systems and sub-systems (including the simulated 
aircraft systems) functionally represent those in the aircraft or set of 
aircraft. This determination must be made by the pilot(s) described in 
paragraph (b)(1) of this section, or by a person(s) trained on simulator 
systems/sub-systems and trained on the operation of the simulated 
aircraft systems, after having exercised the operation of the FSTD and 
the pertinent functions available through the Instructor Operating 
Station(s). Exceptions, if any, must be noted. The name of the person(s) 
making this determination must be available to the NSPM upon request.
    (3) The cockpit represents the configuration of the specific type; 
or aircraft make, model, and series aircraft being simulated, as 
appropriate. This determination must be made by the pilot(s) described 
in paragraph (b)(1) of this section, or by a person(s) trained on the 
configuration and operation of the aircraft simulated. Exceptions, if 
any, must be noted. The name of the person(s) making this determination 
must be available to the NSPM upon request.
    (c) Except for those FSTDs previously qualified and described in 
Sec. 60.17, each FSTD evaluated for initial qualification must meet the 
standard that is in effect at the time of the evaluation. However--
    (1) If the FAA publishes a change to the existing standard or 
publishes a new standard for the evaluation for initial qualification, a 
sponsor may request that the NSPM apply the standard that was in effect 
when an FSTD was ordered for delivery if the sponsor--
    (i) Within 30 days of the publication of the change to the existing 
standard or publication of the new standard, notifies the NSPM that an 
FSTD has been ordered;
    (ii) Within 90 days of the NSPM notification described in paragraph 
(c)(1)(i) of this section, requests that the standard in effect at the 
time the order was

[[Page 10]]

placed be used for the evaluation for initial qualification; and
    (iii) The evaluation is conducted within 24 months following the 
publication of the change to the existing standard or publication of the 
new standard.
    (2) This notification must include a description of the FSTD; the 
anticipated qualification level of the FSTD; the make, model, and series 
of aircraft simulated; and any other pertinent information.
    (3) Any tests, tolerances, or other requirements that are current at 
the time of the evaluation may be used during the initial evaluation, at 
the request of the sponsor, if the sponsor provides acceptable updates 
to the required qualification test guide.
    (4) The standards used for the evaluation for initial qualification 
will be used for all subsequent evaluations of the FSTD.
    (d) The pilot(s) who contributes to the confirmation statement 
required by paragraph (b) of this section must--
    (1) Be designated by the sponsor; and
    (2) Be qualified in--
    (i) The aircraft or set of aircraft being simulated; or
    (ii) For aircraft not yet issued a type certificate, or aircraft not 
previously operated by the sponsor or not having previous FAA-approved 
training programs conducted by the sponsor, an aircraft similar in size 
and configuration.
    (e) The subjective tests that form the basis for the statements 
described in paragraph (b) of this section and the objective tests 
referenced in paragraph (f) of this section must be accomplished at the 
sponsor's training facility, except as provided for in the applicable 
QPS.
    (f) The person seeking to qualify the FSTD must provide the NSPM 
access to the FSTD for the length of time necessary for the NSPM to 
complete the required evaluation of the FSTD for initial qualification, 
which includes the conduct and evaluation of objective and subjective 
tests, including general FSTD requirements, as described in the 
applicable QPS, to determine that the FSTD meets the standards in that 
QPS.
    (g) When the FSTD passes an evaluation for initial qualification, 
the NSPM issues a Statement of Qualification that includes all of the 
following:
    (1) Identification of the sponsor.
    (2) Identification of the make, model, and series of the aircraft or 
set of aircraft being simulated.
    (3) Identification of the configuration of the aircraft or set of 
aircraft being simulated (e.g., engine model or models, flight 
instruments, or navigation or other systems).
    (4) A statement that the FSTD is qualified as either a full flight 
simulator or a flight training device.
    (5) Identification of the qualification level of the FSTD.
    (6) A statement that (with the exception of the noted exclusions for 
which the FSTD has not been subjectively tested by the sponsor or the 
NSPM and for which qualification is not sought) the qualification of the 
FSTD includes the tasks set out in the applicable QPS appendix relevant 
to the qualification level of the FSTD.
    (h) After the NSPM completes the evaluation for initial 
qualification, the sponsor must update the Qualification Test Guide 
(QTG), with the results of the FAA-witnessed tests together with the 
results of all the objective tests described in the applicable QPS.
    (i) Upon issuance of the Statement of Qualification the updated QTG 
becomes the Master Qualification Test Guide (MQTG). The MQTG must be 
made available to the NSPM upon request.



Sec. 60.16  Additional qualifications for a currently qualified FSTD.

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

[[Page 11]]

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



Sec. 60.17  Previously qualified FSTDs.

    (a) Unless otherwise specified by an FSTD Directive, further 
referenced in the applicable QPS, or as specified in paragraph (e) of 
this section, an FSTD qualified before October 30, 2007 will retain its 
qualification basis as long as it continues to meet the standards, 
including the objective test results recorded in the MQTG and subjective 
tests, under which it was originally evaluated, regardless of sponsor. 
The sponsor of such an FSTD must comply with the other applicable 
provisions of this part.
    (b) For each FSTD qualified before October 30, 2007, no sponsor may 
use or allow the use of or offer the use of such an FSTD after October 
30, 2013 for flight crewmember training, evaluation or flight experience 
to meet any of the requirements of this chapter, unless that FSTD has 
been issued a Statement of Qualification, including the Configuration 
List and the List of Qualified Tasks in accordance with the procedures 
set out in the applicable QPS.
    (c) If the FSTD qualification is lost under Sec. 60.27 and--
    (i) Restored under Sec. 60.27 in less than (2) years, then the 
qualification basis (in terms of objective tests and subjective tests) 
for the re-qualification will be those against which the FSTD was 
originally evaluated and qualified.
    (ii) Not restored under Sec. 60.27 for two (2) years or more, then 
the qualification basis (in terms of objective tests and subjective 
tests) for the re-qualification will be those standards in effect and 
current at the time of re-qualification application.
    (d) Except as provided in paragraph (e) of this section, any change 
in FSTD qualification level initiated on or after October 30, 2007 
requires an evaluation for initial qualification in accordance with this 
part.
    (e) A sponsor may request that an FSTD be permanently downgraded. In 
such a case, the NSPM may downgrade a qualified FSTD without requiring 
and without conducting an initial evaluation for the new qualification 
level. Subsequent continuing qualification evaluations will use the 
existing MQTG, modified as necessary to reflect the new qualification 
level.
    (f) When the sponsor has appropriate validation data available and 
receives approval from the NSPM, the sponsor may adopt tests and 
associated tolerances described in the current qualification standards 
as the tests and tolerances applicable for the continuing qualification 
of a previously qualified FSTD. The updated test(s) and tolerance(s) 
must be made a permanent part of the MQTG.

[71 FR 63426, Oct. 30, 2006, as amended at 72 FR 59599, Oct. 22, 2007]



Sec. 60.19  Inspection, continuing qualification evaluation, and maintenance requirements.

    (a) Inspection. No sponsor may use or allow the use of or offer the 
use of an FSTD for flight crewmember training, evaluation, or flight 
experience to meet any of the requirements of this

[[Page 12]]

chapter unless the sponsor does the following:
    (1) Accomplishes all appropriate objective tests each year as 
specified in the applicable QPS.
    (2) Completes a functional preflight check within the preceding 24 
hours.
    (b) Continuing qualification evaluation.
    (1) This evaluation consists of objective tests, and subjective 
tests, including general FSTD requirements, as described in the 
applicable QPS or as may be amended by an FSTD Directive.
    (2) The sponsor must contact the NSPM to schedule the FSTD for 
continuing qualification evaluations not later than 60 days before the 
evaluation is due.
    (3) The sponsor must provide the NSPM access to the objective test 
results in the MQTG and access to the FSTD for the length of time 
necessary for the NSPM to complete the required continuing qualification 
evaluations.
    (4) The frequency of NSPM-conducted continuing qualification 
evaluations for each FSTD will be established by the NSPM and specified 
in the MQTG.
    (5) Continuing qualification evaluations conducted in the calendar 
month before or after the calendar month in which these continuing 
qualification evaluations are required will be considered to have been 
conducted in the calendar month in which they were required.
    (6) No sponsor may use or allow the use of or offer the use of an 
FSTD for flight crewmember training or evaluation or for obtaining 
flight experience for the flight crewmember to meet any requirement of 
this chapter unless the FSTD has passed an NSPM-conducted continuing 
qualification evaluation within the time frame specified in the MQTG or 
within the grace period as described in paragraph (b)(5) of this 
section.
    (c) Maintenance. The sponsor is responsible for continuing 
corrective and preventive maintenance on the FSTD to ensure that it 
continues to meet the requirements of this part and the applicable QPS 
appendix. No sponsor may use or allow the use of or offer the use of an 
FSTD for flight crewmember training, evaluation, or flight experience to 
meet any of the requirements of this chapter unless the sponsor does the 
following:
    (1) Maintains a discrepancy log.
    (2) Ensures that, when a discrepancy is discovered, the following 
requirements are met:
    (i) A description of each discrepancy is entered in the log and 
remains in the log until the discrepancy is corrected as specified in 
Sec. 60.25(b).
    (ii) 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 is entered in the log.
    (iii) The discrepancy log is kept in a form and manner acceptable to 
the Administrator and is 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.



Sec. 60.20  Logging FSTD discrepancies.

    Each instructor, check airman, or representative of the 
Administrator conducting training, evaluation, or flight experience, and 
each person conducting the preflight inspection who discovers a 
discrepancy, including any missing, malfunctioning, or inoperative 
components in the FSTD, must write or cause to be written a description 
of that discrepancy into the discrepancy log at the end of the FSTD 
preflight or FSTD use session.



Sec. 60.21  Interim qualification of FSTDs for new aircraft types or models.

    (a) A sponsor may apply for and the NSPM may issue an interim 
qualification level for an FSTD for a new type or model of aircraft, 
even though the aircraft manufacturer's aircraft data package is 
preliminary, if the sponsor provides the following to the satisfaction 
of the NSPM--
    (1) The aircraft manufacturer's data, which consists of at least 
predicted data, validated by a limited set of flight test data;
    (2) The aircraft manufacturer's description of the prediction 
methodology used to develop the predicted data; and
    (3) The QTG test results.
    (b) An FSTD that has been issued interim qualification is deemed to 
have been issued initial qualification unless

[[Page 13]]

the NSPM rescinds the qualification. Interim qualification terminates 
two years after its issuance, unless the NSPM determines that specific 
conditions warrant otherwise.
    (c) Within twelve months of the release of the final aircraft data 
package by the aircraft manufacturer, but no later than two years after 
the issuance of the interim qualification status, the sponsor must apply 
for initial qualification in accordance with Sec. 60.15 based on the 
final aircraft data package approved by the aircraft manufacturer, 
unless the NSPM determines that specific conditions warrant otherwise.
    (d) An FSTD with interim qualification may be modified only in 
accordance with Sec. 60.23.



Sec. 60.23  Modifications to FSTDs.

    (a) Description of a modification. For the purposes of this part, an 
FSTD is said to have been modified when:
    (1) Equipment or devices intended to simulate aircraft appliances 
are added to or removed from FSTD, which change the Statement of 
Qualification or the MQTG; or
    (2) Changes are made to either software or hardware that are 
intended to impact flight or ground dynamics; changes are made that 
impact performance or handling characteristics of the FSTD (including 
motion, visual, control loading, or sound systems for those FSTD levels 
requiring sound tests and measurements); or changes are made to the 
MQTG.
    (b) FSTD Directive. When the FAA determines that FSTD modification 
is necessary for safety of flight reasons, the sponsor of each affected 
FSTD must ensure that the FSTD is modified according to the FSTD 
Directive regardless of the original qualification standards applicable 
to any specific FSTD.
    (c) Using the modified FSTD. The sponsor may not use, or allow the 
use of, or offer the use of, the FSTD with the proposed modification for 
flight crewmember training or evaluation or for obtaining flight 
experience for the flight crewmember to meet any requirement of this 
chapter unless:
    (1) The sponsor has notified the NSPM and the TPAA of their intent 
to incorporate the proposed modification, and one of the following has 
occurred;
    (i) Twenty-one days have passed since the sponsor notified the NSPM 
and the TPAA of the proposed modification and the sponsor has not 
received any response from either the NSPM or the TPAA;
    (ii) Twenty-one days have passed since the sponsor notified the NSPM 
and the TPAA of the proposed modification and one has approved the 
proposed modification and the other has not responded;
    (iii) Fewer than twenty-one days have passed since the sponsor 
notified the NSPM and the TPAA of the proposed modification and the NSPM 
and TPAA both approve the proposed modification;
    (iv) The sponsor has successfully completed any evaluation the NSPM 
may require in accordance with the standards for an evaluation for 
initial qualification or any part thereof before the modified FSTD is 
placed in service.
    (2) The notification is submitted with the content as, and in a form 
and manner as, specified in the applicable QPS.
    (d) User notification. When a modification is made to an FSTD that 
affects the Statement of Qualification, the sponsor must post an 
addendum to the Statement of Qualification until such time as a 
permanent, updated statement is posted.
    (e) MQTG update. The MQTG must be updated with current objective 
test results in accordance with Sec. 60.15(h) and (i) and appropriate 
objective data in accordance with Sec. 60.13, each time an FSTD is 
modified and an objective test or other MQTG section is affected by the 
modification. If an FSTD Directive is the cause of this update, the 
direction to make the modification and the record of the modification 
completion must be filed in the MQTG.



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

    (a) No person may knowingly use or allow the use of or misrepresent 
the capability of an FSTD for any maneuver, procedure, or task that is 
to be accomplished to meet training, evaluation, or flight experience 
requirements of this

[[Page 14]]

chapter for flight crewmember certification or qualification when there 
is a missing, malfunctioning, or inoperative (MMI) component that is 
required to be present and correctly operate for the satisfactory 
completion of that maneuver, procedure, or task.
    (b) Each MMI component as described in paragraph (a) of this 
section, or any MMI component installed and required to operate 
correctly to meet the current Statement of Qualification, must be 
repaired or replaced within 30 calendar days, unless otherwise required 
or authorized by the NSPM.
    (c) A list of the current MMI components must be readily available 
in or adjacent to the FSTD for review by users of the device. Electronic 
access to this list via an appropriate terminal or display in or 
adjacent to the FSTD is satisfactory. The discrepancy log may be used to 
satisfy this requirement provided each currently MMI component is listed 
in the discrepancy log.



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

    (a) An FSTD qualification is automatically lost when any of the 
following occurs:
    (1) The FSTD is not used in the sponsor's FAA-approved flight 
training program in accordance with Sec. 60.7(b)(5) or (b)(6) and the 
sponsor does not obtain and maintain the written statement as described 
in Sec. 60.7(d)(2).
    (2) The FSTD is not inspected in accordance with Sec. 60.19.
    (3) The FSTD is physically moved from one location and installed in 
a different location, regardless of distance.
    (4) The MQTG is missing or otherwise not available and a replacement 
is not made within 30 days.
    (b) If FSTD qualification is lost under paragraph (a) of this 
section, qualification is restored when either of the following 
provisions is met:
    (1) The FSTD successfully passes an evaluation:
    (i) For initial qualification, in accordance with Sec. Sec. 60.15 
and 60.17(c) in those circumstances where the NSPM has determined that a 
full evaluation for initial qualification is necessary; or
    (ii) For those elements of an evaluation for initial qualification, 
in accordance with Sec. Sec. 60.15 and 60.17(c), as determined to be 
necessary by the NSPM.
    (2) The NSPM advises the sponsor that an evaluation is not 
necessary.
    (c) In making the determinations described in paragraph (b) of this 
section, the NSPM considers factors including the number of continuing 
qualification evaluations missed, the number of sponsor-conducted 
quarterly inspections missed, and the care that had been taken of the 
device since the last evaluation.



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

    (a) Except as provided in paragraph (c) of this section, when the 
NSPM determines that the FSTD no longer meets qualification standards, 
the following procedure applies:
    (1) The NSPM notifies the sponsor in writing that the FSTD no longer 
meets some or all of its qualification standards.
    (2) The NSPM sets a reasonable period (but not less than 7 days) 
within which the sponsor may submit written information, views, and 
arguments on the FSTD qualification.
    (3) After considering all material presented, the NSPM notifies the 
sponsor about the determination with regard to the qualification of the 
FSTD.
    (4) When the NSPM notifies the sponsor that some or all of the FSTD 
is no longer qualified, the action described in the notification becomes 
effective not less than 30 days after the sponsor receives that notice 
unless--
    (i) The NSPM finds under paragraph (c) of this section that there is 
an emergency requiring immediate action with respect to safety in air 
commerce; or
    (ii) The sponsor petitions the Director of Flight Standards Service 
for reconsideration of the NSPM finding under paragraph (b) of this 
section.
    (b) When a sponsor seeks reconsideration of a decision from the NSPM 
concerning the FSTD qualification, the following procedure applies:
    (1) The sponsor must petition for reconsideration of that decision 
within 30

[[Page 15]]

days of the date that the sponsor receives a notice that some or all of 
the FSTD is no longer qualified.
    (2) The sponsor must address its petition to the Director, Flight 
Standards Service, AFS-1, Federal Aviation Administration, 800 
Independence Ave., SW., Washington, DC 20591.
    (3) A petition for reconsideration, if filed within the 30-day 
period, suspends the effectiveness of the determination by the NSPM that 
the FSTD is no longer qualified unless the NSPM has found, under 
paragraph (c) of this section, that an emergency exists requiring 
immediate action with respect to safety in air commerce.
    (c) If the NSPM find that an emergency exists requiring immediate 
action with respect to safety in air commerce that makes the procedures 
set out in this section impracticable or contrary to the public 
interest:
    (1) The NSPM withdraws qualification of some or all of the FSTD and 
makes the withdrawal of qualification effective on the day the sponsor 
receives notice of it.
    (2) In the notice to the sponsor, the NSPM articulates the reasons 
for its finding that an emergency exists requiring immediate action with 
respect to safety in air transportation or air commerce or that makes it 
impracticable or contrary to the public interest to stay the 
effectiveness of the finding.
    (d) FSTD qualification lost under paragraph (a) or (c) of this 
section may be restored when either of the following provisions are met:
    (1) The FSTD successfully passes an evaluation for initial 
qualification, in accordance with Sec. Sec. 60.15 and 60.17(c) in those 
circumstances where the NSPM has determined that a full evaluation for 
initial qualification is necessary; or
    (2) The FSTD successfully passes an evaluation for those elements of 
an initial qualification evaluation, in accordance with Sec. Sec. 60.15 
and 60.17(c), as determined to be necessary by the NSPM.
    (e) In making the determinations described in paragraph (d) of this 
section, the NSPM considers factors including the reason for the loss of 
qualification, any repairs or replacements that may have to have been 
completed, the number of continuing qualification evaluations missed, 
the number of sponsor-conducted quarterly inspections missed, and the 
care that had been taken of the device since the loss of qualification.



Sec. 60.31  Recordkeeping and reporting.

    (a) The FSTD sponsor must maintain the following records for each 
FSTD it sponsors:
    (1) The MQTG and each amendment thereto.
    (2) A record of all FSTD modifications affected under Sec. 60.23 
since the issuance of the original Statement of Qualification.
    (3) A copy of all of the following:
    (i) Results of the qualification evaluations (initial and each 
upgrade) since the issuance of the original Statement of Qualification.
    (ii) Results of the objective tests conducted in accordance with 
Sec. 60.19(a) for a period of 2 years.
    (iii) Results of the previous three continuing qualification 
evaluations, or the continuing qualification evaluations from the 
previous 2 years, whichever covers a longer period.
    (iv) Comments obtained in accordance with Sec. 60.9(b) for a period 
of at least 90 days.
    (4) A record of all discrepancies entered in the discrepancy log 
over the previous 2 years, including the following:
    (i) A list of the components or equipment that were or are missing, 
malfunctioning, or inoperative.
    (ii) The action taken to correct the discrepancy.
    (iii) The date the corrective action was taken.
    (iv) The identity of the person determining that the discrepancy has 
been corrected.
    (b) The records specified in this section must be maintained in 
plain language form or in coded form if the coded form provides for the 
preservation and retrieval of information in a manner acceptable to the 
NSPM.



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

    (a) No person may make, or cause to be made, any of the following:
    (1) A fraudulent or intentionally false statement in any application 
or any

[[Page 16]]

amendment thereto, or any other report or test result required by this 
part.
    (2) A fraudulent or intentionally false statement in or a known 
omission from any record or report that is kept, made, or used to show 
compliance with this part, or to exercise any privileges under this 
chapter.
    (3) Any reproduction or alteration, for fraudulent purpose, of any 
report, record, or test result required under this part.
    (b) The commission by any person of any act prohibited under 
paragraph (a) of this section is a basis for any one or any combination 
of the following:
    (1) A civil penalty.
    (2) Suspension or revocation of any certificate held by that person 
that was issued under this chapter.
    (3) The removal of FSTD qualification and approval for use in a 
training program.
    (c) The following may serve as a basis for removal of qualification 
of an FSTD including the withdrawal of approval for use of an FSTD; or 
denying an application for a qualification:
    (1) An incorrect statement, upon which the FAA relied or could have 
relied, made in support of an application for a qualification or a 
request for approval for use.
    (2) An incorrect entry, upon which the FAA relied or could have 
relied, made in any logbook, record, or report that is kept, made, or 
used to show compliance with any requirement for an FSTD qualification 
or an approval for use.



Sec. 60.35  Specific full flight simulator compliance requirements.

    (a) No device will be eligible for initial or upgrade qualification 
to a FFS at Level C or Level D under this part unless it includes the 
equipment and appliances installed and operating to the extent necessary 
for the issuance of an airman certificate or rating.
    (b) No device will be eligible for initial or upgrade qualification 
to a FFS at Level A or Level B under this part unless it includes the 
equipment and appliances installed and operating to the extent necessary 
for the training, testing, and/or checking that comprise the simulation 
portion of the requirements for issuance of an airman certificate or 
rating.



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

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



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

________________________________________________________________________

                            Begin Information

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

                            Table of Contents

    1. Introduction.
    2. Applicability (Sec. Sec. 60.1 and 60.2).
    3. Definitions (Sec. 60.3).
    4. Qualification Performance Standards (Sec. 60.4).
    5. Quality Management System (Sec. 60.5).
    6. Sponsor Qualification Requirements (Sec. 60.7).
    7. Additional Responsibilities of the Sponsor (Sec. 60.9).
    8. Simulator Use (Sec. 60.11).
    9. Simulator Objective Data Requirements (Sec. 60.13).
    10. Special Equipment and Personnel Requirements for Qualification 
of the Simulator (Sec. 60.14).

[[Page 17]]

    11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15).
    12. Additional Qualifications for a Currently Qualified Simulator 
(Sec. 60.16).
    13. Previously Qualified Simulators (Sec. 60.17).
    14. Inspection, Continuing Qualification Evaluation, and Maintenance 
Requirements (Sec. 60.19).
    15. Logging Simulator Discrepancies (Sec. 60.20).
    16. Interim Qualification of Simulators for New Airplane Types or 
Models (Sec. 60.21).
    17. Modifications to Simulators (Sec. 60.23).
    18. Operations with Missing, Malfunctioning, or Inoperative 
Components (Sec. 60.25).
    19. Automatic Loss of Qualification and Procedures for Restoration 
of Qualification (Sec. 60.27).
    20. Other Losses of Qualification and Procedures for Restoration of 
Qualification (Sec. 60.29).
    21. Record keeping and Reporting (Sec. 60.31).
    22. Applications, Logbooks, Reports, and Records: Fraud, 
Falsification, or Incorrect Statements (Sec. 60.33).
    23. Specific Full Flight Simulator Compliance Requirements (Sec. 
60.35).
    24. [Reserved]
    25. FSTD Qualification on the Basis of a Bilateral Aviation Safety 
Agreement (BASA) (Sec. 60.37).
    Attachment 1 to Appendix A to Part 60--General Simulator 
Requirements.
    Attachment 2 to Appendix A to Part 60--Full Flight Simulator (FFS) 
Objective Test.
    Attachment 3 to Appendix A to Part 60--Simulator Subjective 
Evaluation.
    Attachment 4 to Appendix A to Part 60--Sample Documents.
    Attachment 5 to Appendix A to Part 60--Simulator Qualification 
Requirements for Windshear Training Program Use.

                             End Information

________________________________________________________________________

                             1. Introduction

________________________________________________________________________

                            Begin Information

    a. This appendix contains background information as well as 
regulatory and informative material as described later in this section. 
To assist the reader in determining what areas are required and what 
areas are permissive, the text in this appendix is divided into two 
sections: ``QPS Requirements'' and ``Information.'' The QPS Requirements 
sections contain details regarding compliance with the part 60 rule 
language. These details are regulatory, but are found only in this 
appendix. The Information sections contain material that is advisory in 
nature, and designed to give the user general information about the 
regulation.
    b. Related Reading References.
    (1) 14 CFR part 60.
    (2) 14 CFR part 61.
    (3) 14 CFR part 63.
    (4) 14 CFR part 119.
    (5) 14 CFR part 121.
    (6) 14 CFR part 125.
    (7) 14 CFR part 135.
    (8) 14 CFR part 141.
    (9) 14 CFR part 142.
    (10) Advisory Circular (AC) 120-28C, Criteria for Approval of 
Category III Landing Weather Minima.
    (11) AC 120-29, Criteria for Approving Category I and Category II 
Landing Minima for part 121 operators.
    (12) AC 120-35B, Line Operational Simulations: Line-Oriented Flight 
Training, Special Purpose Operational Training, Line Operational 
Evaluation.
    (13) AC 120-41, Criteria for Operational Approval of Airborne Wind 
Shear Alerting and Flight Guidance Systems.
    (14) AC 120-57A, Surface Movement Guidance and Control System 
(SMGS).
    (15) AC 150/5300-13, Airport Design.
    (16) AC 150/5340-1G, Standards for Airport Markings.
    (17) AC 150/5340-4C, Installation Details for Runway Centerline 
Touchdown Zone Lighting Systems.
    (18) AC 150/5340-19, Taxiway Centerline Lighting System.
    (19) AC 150/5340-24, Runway and Taxiway Edge Lighting System.
    (20) AC 150/5345-28D, Precision Approach Path Indicator (PAPI) 
Systems
    (21) International Air Transport Association document, ``Flight 
Simulator Design and Performance Data Requirements,'' as amended.
    (22) AC 25-7, as amended, Flight Test Guide for Certification of 
Transport Category Airplanes.
    (23) AC 23-8A, as amended, Flight Test Guide for Certification of 
Part 23 Airplanes.
    (24) International Civil Aviation Organization (ICAO) Manual of 
Criteria for the Qualification of Flight Simulators, as amended.
    (25) Airplane Flight Simulator Evaluation Handbook, Volume I, as 
amended and Volume II, as amended, The Royal Aeronautical Society, 
London, UK.
    (26) FAA Publication FAA-S-8081 series (Practical Test Standards for 
Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot, and 
Instrument Ratings).
    (27) The FAA Aeronautical Information Manual (AIM). An electronic 
version of the AIM is on the internet at http://www.faa.gov/atpubs.

                             End Information

________________________________________________________________________

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

________________________________________________________________________

[[Page 18]]

                            Begin Information

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

                             End Information

________________________________________________________________________

                       3. Definitions (Sec. 60.3)

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

           4. Qualification Performance Standards (Sec. 60.4)

________________________________________________________________________

                            Begin Information

    There is no additional regulatory or informational material that 
applies to Sec. 60.4, Qualification Performance Standards.

                             End Information

________________________________________________________________________

                5. Quality Management System (Sec. 60.5)

________________________________________________________________________

                            Begin Information

    See appendix E for additional regulatory and informational material 
regarding Quality Management Systems.

                             End Information

________________________________________________________________________

           6. Sponsor Qualification Requirements (Sec. 60.7)

________________________________________________________________________

                            Begin Information

    a. The intent of the language in Sec. 60.7(b) is to have a specific 
FFS, identified by the sponsor, used at least once in an FAA-approved 
flight training program for the airplane simulated during the 12-month 
period described. The identification of the specific FFS may change from 
one 12-month period to the next 12-month period as long as that sponsor 
sponsors and uses at least one FFS at least once during the prescribed 
period. There is no minimum number of hours or minimum FFS periods 
required.
    b. The following examples describe acceptable operational practices:
    (1) Example One.
    (a) A sponsor is sponsoring a single, specific FFS for its own use, 
in its own facility or elsewhere--this single FFS forms the basis for 
the sponsorship. The sponsor uses that FFS at least once in each 12-
month period in that sponsor's FAA-approved flight training program for 
the airplane simulated. This 12-month period is established according to 
the following schedule:
    (i) If the FFS was qualified prior to October 30, 2007 the 12-month 
period begins on the date of the first continuing qualification 
evaluation conducted in accordance with Sec. 60.19 after October 30, 
2007 and continues for each subsequent 12-month period;
    (ii) A device qualified on or after October 30, 2007 will be 
required to undergo an initial or upgrade evaluation in accordance with 
Sec. 60.15. Once the initial or upgrade evaluation is complete, the 
first continuing qualification evaluation will be conducted within 6 
months. The 12 month continuing qualification evaluation cycle begins on 
that date and continues for each subsequent 12-month period.
    (b) There is no minimum number of hours of FFS use required.
    (c) The identification of the specific FFS may change from one 12-
month period to the next 12-month period as long as that sponsor 
sponsors and uses at least one FFS at least once during the prescribed 
period.
    (2) Example Two.
    (a) A sponsor sponsors an additional number of FFSs, in its facility 
or elsewhere. Each additionally sponsored FFS must be--
    (i) Used by the sponsor in the sponsor's FAA-approved flight 
training program for the airplane simulated (as described in Sec. 
60.7(d)(1));
    OR
    (ii) Used by another FAA certificate holder in that other 
certificate holder's FAA-approved flight training program for the 
airplane simulated (as described in Sec. 60.7(d)(1)). This 12-month 
period is established in the same manner as in example one.
    OR
    (iii) Provided a statement each year from a qualified pilot, (after 
having flown the airplane, not the subject FFS or another FFS, during 
the preceding 12-month period) stating that the subject FFSs performance 
and handling qualities represent the airplane (as described in Sec. 
60.7(d)(2)). This statement is provided at least once in each 12-month 
period established in the same manner as in example one.
    (b) There is no minimum number of hours of FFS use required.
    (3) Example Three.
    (a) A sponsor in New York (in this example, a Part 142 certificate 
holder) establishes

[[Page 19]]

``satellite'' training centers in Chicago and Moscow.
    (b) The satellite function means that the Chicago and Moscow centers 
must operate under the New York center's certificate (in accordance with 
all of the New York center's practices, procedures, and policies; e.g., 
instructor and/or technician training/checking requirements, record 
keeping, QMS program).
    (c) All of the FFSs in the Chicago and Moscow centers could be dry-
leased (i.e., the certificate holder does not have and use FAA-approved 
flight training programs for the FFSs in the Chicago and Moscow centers) 
because--
    (i) Each FFS in the Chicago center and each FFS in the Moscow center 
is used at least once each 12-month period by another FAA certificate 
holder in that other certificate holder's FAA-approved flight training 
program for the airplane (as described in Sec. 60.7(d)(1));
    OR
    (ii) A statement is obtained from a qualified pilot (having flown 
the airplane, not the subject FFS or another FFS during the preceding 
12-month period) stating that the performance and handling qualities of 
each FFS in the Chicago and Moscow centers represents the airplane (as 
described in Sec. 60.7(d)(2)).

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

                     8. Simulator Use (Sec. 60.11)

________________________________________________________________________

                            Begin Information

    There is no additional regulatory or informational material that 
applies to Sec. 60.11, Simulator Use.

                             End Information

________________________________________________________________________

         9. Simulator Objective Data Requirements (Sec. 60.13)

________________________________________________________________________

                         Begin QPS Requirements

    a. Flight test data used to validate FFS performance and handling 
qualities must have been gathered in accordance with a flight test 
program containing the following:
    (1) A flight test plan consisting of:
    (a) The maneuvers and procedures required for aircraft certification 
and simulation programming and validation
    (b) For each maneuver or procedure--
    (i) The procedures and control input the flight test pilot and/or 
engineer used.
    (ii) The atmospheric and environmental conditions.
    (iii) The initial flight conditions.
    (iv) The airplane configuration, including weight and center of 
gravity.
    (v) The data to be gathered.
    (vi) All other information necessary to recreate the flight test 
conditions in the FFS.
    (2) Appropriately qualified flight test personnel.
    (3) An understanding of the accuracy of the data to be gathered 
using appropriate alternative data sources, procedures, and 
instrumentation that is traceable to a recognized standard as described 
in Attachment 2, Table A2D.
    (4) Appropriate and sufficient data acquisition equipment or 
system(s), including appropriate data reduction and analysis methods and 
techniques, as would be acceptable to the FAA's Aircraft Certification 
Service.
    b. The data, regardless of source, must be presented:
    (1) In a format that supports the FFS validation process;
    (2) In a manner that is clearly readable and annotated correctly and 
completely;
    (3) With resolution sufficient to determine compliance with the 
tolerances set forth in Attachment 2, Table A2A of this appendix.
    (4) With any necessary instructions or other details provided, such 
as yaw damper or throttle position; and
    (5) Without alteration, adjustments, or bias; however the data may 
be re-scaled, digitized, or otherwise manipulated to fit the desired 
presentation.
    c. After completion of any additional flight test, a flight test 
report must be submitted in support of the validation data. The report 
must contain sufficient data and rationale to support qualification of 
the FFS at the level requested.
    d. As required by Sec. 60.13(f), the sponsor must notify the NSPM 
when it becomes aware that an addition to, an amendment to, or a 
revision of data that may relate to FFS performance or handling 
characteristics is available. The data referred to in this paragraph are 
those data that are used to validate the performance, handling 
qualities, or

[[Page 20]]

other characteristics of the aircraft, including data related to any 
relevant changes occurring after the type certificate was issued. This 
notification must be made within 10 working days.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    e. The FFS sponsor is encouraged to maintain a liaison with the 
manufacturer of the aircraft being simulated (or with the holder of the 
aircraft type certificate for the aircraft being simulated if the 
manufacturer is no longer in business), and, if appropriate, with the 
person having supplied the aircraft data package for the FFS in order to 
facilitate the notification required by Sec. 60.13(f).
    f. It is the intent of the NSPM that for new aircraft entering 
service, at a point well in advance of preparation of the Qualification 
Test Guide (QTG), the sponsor should submit to the NSPM for approval, a 
descriptive document (a validation data roadmap) containing the plan for 
acquiring the validation data, including data sources. This document 
should clearly identify sources of data for all required tests, a 
description of the validity of these data for a specific engine type and 
thrust rating configuration, and the revision levels of all avionics 
affecting the performance or flying qualities of the aircraft. 
Additionally, this document should provide other information, such as 
the rationale or explanation for cases where data or data parameters are 
missing, instances where engineering simulation data are used or where 
flight test methods require further explanations. It should also provide 
a brief narrative describing the cause and effect of any deviation from 
data requirements. The aircraft manufacturer may provide this document.
    g. There is no requirement for any flight test data supplier to 
submit a flight test plan or program prior to gathering flight test 
data. However, the NSPM notes that inexperienced data gatherers often 
provide data that is irrelevant, improperly marked, or lacking adequate 
justification for selection. Other problems include inadequate 
information regarding initial conditions or test maneuvers. The NSPM has 
been forced to refuse these data submissions as validation data for an 
FFS evaluation. It is for this reason that the NSPM recommends that any 
data supplier not previously experienced in this area review the data 
necessary for programming and for validating the performance of the FFS, 
and discuss the flight test plan anticipated for acquiring such data 
with the NSPM well in advance of commencing the flight tests.
    h. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot test'' results in lieu of a 
time-history result, Attachment 2 requires the sponsor or other data 
provider to ensure that a steady state condition exists at the instant 
of time captured by the ``snapshot.'' This is often verified by showing 
that a steady state condition existed from some period of time during 
which the snap shot is taken. The time period most frequently used is 5 
seconds prior through 2 seconds following the instant of time captured 
by the snap shot. This paragraph is primarily addressing the source data 
and the method by which the data provider ensures that the steady state 
condition for the snap shot is representative.
    i. The NSPM will consider, on a case-by-case basis, whether or not 
to approve supplemental validation data derived from flight data 
recording systems such as a Quick Access Recorder or Flight Data 
Recorder.

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                         Begin QPS Requirements

    a. In order to be qualified at a particular qualification level, the 
FFS must:
    (1) Meet the general requirements listed in Attachment 1;
    (2) Meet the objective testing requirements listed in Attachment 2; 
and

[[Page 21]]

    (3) Satisfactorily accomplish the subjective tests listed in 
Attachment 3.
    b. The request described in Sec. 60.15(a) must include all of the 
following:
    (1) A statement that the FFS meets all of the applicable provisions 
of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec. 60.15(b) in such time as to be received no 
later than 5 business days prior to the scheduled evaluation and may be 
forwarded to the NSPM via traditional or electronic means.
    (3) A qualification test guide (QTG), acceptable to the NSPM, that 
includes all of the following:
    (i) Objective data obtained from aircraft testing or another 
approved source.
    (ii) Correlating objective test results obtained from the 
performance of the FFS as prescribed in the applicable QPS.
    (iii) The result of FFS subjective tests prescribed in the 
applicable QPS.
    (iv) A description of the equipment necessary to perform the 
evaluation for initial qualification and the continuing qualification 
evaluations.
    c. The QTG described in paragraph (a)(3) of this section, must 
provide the documented proof of compliance with the simulator objective 
tests in Attachment 2, Table A2A of this appendix.
    d. The QTG is prepared and submitted by the sponsor, or the 
sponsor's agent on behalf of the sponsor, to the NSPM for review and 
approval, and must include, for each objective test:
    (1) Parameters, tolerances, and flight conditions;
    (2) Pertinent and complete instructions for the conduct of automatic 
and manual tests;
    (3) A means of comparing the FFS test results to the objective data;
    (4) Any other information as necessary, to assist in the evaluation 
of the test results;
    (5) Other information appropriate to the qualification level of the 
FFS.
    e. The QTG described in paragraphs (a)(3) and (b) of this section, 
must include the following:
    (1) A QTG cover page with sponsor and FAA approval signature blocks 
(see Attachment 4, Figure A4C, for a sample QTG cover page).
    (2) A continuing qualification evaluation requirements page. This 
page will be used by the NSPM to establish and record the frequency with 
which continuing qualification evaluations must be conducted and any 
subsequent changes that may be determined by the NSPM in accordance with 
Sec. 60.19. See Attachment 4, Figure A4G, for a sample Continuing 
Qualification Evaluation Requirements page.
    (3) A FFS information page that provides the information listed in 
this paragraph (see Attachment 4, Figure A4B, for a sample FFS 
information page). For convertible FFSs, the sponsor must submit a 
separate page for each configuration of the FFS.
    (a) The sponsor's FFS identification number or code.
    (b) The airplane model and series being simulated.
    (c) The aerodynamic data revision number or reference.
    (d) The engine model(s) and its data revision number or reference.
    (e) The flight control data revision number or reference.
    (f) The flight management system identification and revision level.
    (g) The FFS model and manufacturer.
    (h) The date of FFS manufacture.
    (i) The FFS computer identification.
    (j) The visual system model and manufacturer, including display 
type.
    (k) The motion system type and manufacturer, including degrees of 
freedom.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) List of all relevant data references.
    (7) A glossary of terms and symbols used (including sign conventions 
and units).
    (8) Statements of compliance and capability (SOCs) with certain 
requirements. SOCs must provide references to the sources of information 
that show the capability of the FFS to comply with the requirements. 
SOCs must also provide a rationale explaining how the referenced 
material is used, the mathematical equations and parameter values used, 
and the conclusions reached. Refer to the ``Additional Details'' column 
in Attachment 1, Table A1A, ``Simulator Standards,'' or in the ``Test 
Details'' column in Attachment 2, Table A2A, ``Simulator Objective 
Tests,'' to see when SOCs are required.
    (9) Recording procedures or equipment required to accomplish the 
objective tests.
    (10) The following information for each objective test designated in 
Attachment 2, Table A2A, as applicable to the qualification level 
sought:
    (a) Name of the test.
    (b) Objective of the test.
    (c) Initial conditions.
    (d) Manual test procedures.
    (e) Automatic test procedures (if applicable).
    (f) Method for evaluating FFS objective test results.
    (g) List of all relevant parameters driven or constrained during the 
automatically conducted test(s).
    (h) List of all relevant parameters driven or constrained during the 
manually conducted test(s).
    (i) Tolerances for relevant parameters.
    (j) Source of Validation Data (document and page number).

[[Page 22]]

    (k) Copy of the Validation Data (if located in a separate binder, a 
cross reference for the identification and page number for pertinent 
data location must be provided).
    (l) Simulator Objective Test Results as obtained by the sponsor. 
Each test result must reflect the date completed and must be clearly 
labeled as a product of the device being tested.
    f. A convertible FFS is addressed as a separate FFS for each model 
and series airplane to which it will be converted and for the FAA 
qualification level sought. If a sponsor seeks qualification for two or 
more models of an airplane type using a convertible FFS, the sponsor 
must submit a QTG for each airplane model, or a supplemented QTG for 
each airplane model. The NSPM will conduct evaluations for each airplane 
model.
    g. Form and manner of presentation of objective test results in the 
QTG:
    (1) The sponsor's FFS test results must be recorded in a manner 
acceptable to the NSPM, that allows easy comparison of the FFS test 
results to the validation data (e.g., use of a multi-channel recorder, 
line printer, cross plotting, overlays, transparencies).
    (2) FFS results must be labeled using terminology common to airplane 
parameters as opposed to computer software identifications.
    (3) Validation data documents included in a QTG may be 
photographically reduced only if such reduction will not alter the 
graphic scaling or cause difficulties in scale interpretation or 
resolution.
    (4) Scaling on graphical presentations must provide the resolution 
necessary to evaluate the parameters shown in Attachment 2, Table A2A of 
this appendix.
    (5) Tests involving time histories, data sheets (or transparencies 
thereof) and FFS test results must be clearly marked with appropriate 
reference points to ensure an accurate comparison between the FFS and 
the airplane with respect to time. Time histories recorded via a line 
printer are to be clearly identified for cross plotting on the airplane 
data. Over-plots must not obscure the reference data.
    h. The sponsor may elect to complete the QTG objective and 
subjective tests at the manufacturer's facility or at the sponsor's 
training facility. If the tests are conducted at the manufacturer's 
facility, the sponsor must repeat at least one-third of the tests at the 
sponsor's training facility in order to substantiate FFS performance. 
The QTG must be clearly annotated to indicate when and where each test 
was accomplished. Tests conducted at the manufacturer's facility and at 
the sponsor's training facility must be conducted after the FFS is 
assembled with systems and sub-systems functional and operating in an 
interactive manner. The test results must be submitted to the NSPM.
    i. The sponsor must maintain a copy of the MQTG at the FFS location.
    j. All FFSs for which the initial qualification is conducted after 
October 30, 2013 must have an electronic MQTG (eMQTG) including all 
objective data obtained from airplane testing, or another approved 
source (reformatted or digitized), together with correlating objective 
test results obtained from the performance of the FFS (reformatted or 
digitized) as prescribed in this appendix. The eMQTG must also contain 
the general FFS performance or demonstration results (reformatted or 
digitized) prescribed in this appendix, and a description of the 
equipment necessary to perform the initial qualification evaluation and 
the continuing qualification evaluations. The eMQTG must include the 
original validation data used to validate FFS performance and handling 
qualities in either the original digitized format from the data supplier 
or an electronic scan of the original time-history plots that were 
provided by the data supplier. A copy of the eMQTG must be provided to 
the NSPM.
    k. All other FFSs not covered in subparagraph ``j'' must have an 
electronic copy of the MQTG by October 30, 2013. A copy of the eMQTG 
must be provided to the NSPM. This may be provided by an electronic scan 
presented in a Portable Document File (PDF), or similar format 
acceptable to the NSPM.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    l. Only those FFSs that are sponsored by a certificate holder as 
defined in appendix F will be evaluated by the NSPM. However, other FFS 
evaluations may be conducted on a case-by-case basis as the 
Administrator deems appropriate, but only in accordance with applicable 
agreements.
    m. The NSPM will conduct an evaluation for each configuration, and 
each FFS must be evaluated as completely as possible. To ensure a 
thorough and uniform evaluation, each FFS is subjected to the general 
simulator requirements in Attachment 1, the objective tests listed in 
Attachment 2, and the subjective tests listed in Attachment 3 of this 
appendix. The evaluations described herein will include, but not 
necessarily be limited to the following:
    (1) Airplane responses, including longitudinal and lateral-
directional control responses (see Attachment 2 of this appendix);
    (2) Performance in authorized portions of the simulated airplane's 
operating envelope, to include tasks evaluated by the NSPM in the areas 
of surface operations, takeoff, climb, cruise, descent, approach, and 
landing as well as abnormal and emergency operations (see Attachment 2 
of this appendix);

[[Page 23]]

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

[[Page 24]]

                             End Information

________________________________________________________________________

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

    There is no additional regulatory or informational material that 
applies to Sec. 60.16, Additional Qualifications for a Currently 
Qualified FFS.

            13. Previously Qualified Simulators (Sec. 60.17)

________________________________________________________________________

                         Begin QPS Requirements

    a. In instances where a sponsor plans to remove a FFS from active 
status for a period of less than two years, the following procedures 
apply:
    (1) The NSPM must be notified in writing and the notification must 
include an estimate of the period that the FFS will be inactive;
    (2) Continuing Qualification evaluations will not be scheduled 
during the inactive period;
    (3) The NSPM will remove the FFS from the list of qualified FSTDs on 
a mutually established date not later than the date on which the first 
missed continuing qualification evaluation would have been scheduled;
    (4) Before the FFS is restored to qualified status, it must be 
evaluated by the NSPM. The evaluation content and the time required to 
accomplish the evaluation is based on the number of continuing 
qualification evaluations and sponsor-conducted quarterly inspections 
missed during the period of inactivity.
    (5) The sponsor must notify the NSPM of any changes to the original 
scheduled time out of service;
    b. Simulators qualified prior to October 30, 2007, are not required 
to meet the general simulation requirements, the objective test 
requirements, and the subjective test requirements of attachments 1, 2, 
and 3, respectively, of this appendix.
    c. [Reserved]

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

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

________________________________________________________________________

[[Page 25]]

                         Begin QPS Requirements

    a. The sponsor must conduct a minimum of four evenly spaced 
inspections throughout the year. The objective test sequence and content 
of each inspection must be developed by the sponsor and must be 
acceptable to the NSPM.
    b. The description of the functional preflight inspection must be 
contained in the sponsor's QMS.
    c. Record ``functional preflight'' in the FFS discrepancy log book 
or other acceptable location, including any item found to be missing, 
malfunctioning, or inoperative.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

            15. Logging Simulator Discrepancies (Sec. 60.20)

    There is no additional regulatory or informational material that 
applies to Sec. 60.20. Logging FFS Discrepancies.

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

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

              17. Modifications to Simulators (Sec. 60.23)

________________________________________________________________________

                         Begin QPS Requirements

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

                          End QPS Requirements

________________________________________________________________________

[[Page 26]]

                            Begin Information

    FSTD Directives are considered modifications of an FFS. See 
Attachment 4 for a sample index of effective FSTD Directives.

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

              21. Recordkeeping and Reporting (Sec. 60.31)

________________________________________________________________________

                         Begin QPS Requirements

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

                          End QPS Requirements

________________________________________________________________________

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

    There are no additional QPS requirements or informational material 
that apply to Sec. 60.33, Applications, Logbooks, Reports, and Records: 
Fraud, Falsification, or Incorrect Statements.

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

    There are no additional QPS requirements or informational material 
that apply to Sec. 60.35, Specific FFS Compliance Requirements.

                             24. [Reserved]

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

    There are no additional QPS requirements or informational material 
that apply to Sec. 60.37, FSTD Qualification on the Basis of a 
Bilateral Aviation Safety Agreement (BASA).

[[Page 27]]

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

________________________________________________________________________

                         Begin QPS Requirements

                             1. Requirements

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

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

                              2. Discussion

    a. This attachment describes the general simulator requirements for 
qualifying an airplane FFS. The sponsor should also consult the 
objective tests in attachment 2 and the examination of functions and 
subjective tests listed in attachment 3 to determine the complete 
requirements for a specific level simulator.
    b. The material contained in this attachment is divided into the 
following categories:
    (1) General cockpit configuration.
    (2) Simulator programming.
    (3) Equipment operation.
    (4) Equipment and facilities for instructor/evaluator functions.
    (5) Motion system.
    (6) Visual system.
    (7) Sound system.
    c. Table A1A provides the standards for the General Simulator 
Requirements.

                             End Information

________________________________________________________________________

                                    Table A1A--Minimum Simulator Requirements
----------------------------------------------------------------------------------------------------------------
    <<       Simulator levels       
----------------------------------------------------------------------------------------------------------------
            No.               General simulator requirements   A    B    C    D                notes
----------------------------------------------------------------------------------------------------------------
1. General Cockpit Configuration
----------------------------------------------------------------------------------------------------------------
1.a........................  The simulator must have a         X    X    X    X   For simulator purposes, the
                              cockpit that is a replica of                         cockpit consists of all that
                              the airplane simulated with                          space forward of a cross
                              controls, equipment,                                 section of the flight deck at
                              observable cockpit indicators,                       the most extreme aft setting
                              circuit breakers, and                                of the pilots' seats,
                              bulkheads properly located,                          including additional required
                              functionally accurate and                            crewmember duty stations and
                              replicating the airplane. The                        those required bulkheads aft
                              direction of movement of                             of the pilot seats. For
                              controls and switches must be                        clarification, bulkheads
                              identical to the airplane.                           containing only items such as
                              Pilot seats must allow the                           landing gear pin storage
                              occupant to achieve the design                       compartments, fire axes or
                              ``eye position'' established                         extinguishers, spare light
                              for the airplane being                               bulbs, and aircraft document
                              simulated. Equipment for the                         pouches are not considered
                              operation of the cockpit                             essential and may be omitted.
                              windows must be included, but
                              the actual windows need not be
                              operable. Additional equipment
                              such as fire axes,
                              extinguishers, and spare light
                              bulbs must be available in the
                              FFS but may be relocated to a
                              suitable location as near as
                              practical to the original
                              position. Fire axes, landing
                              gear pins, and any similar
                              purpose instruments need only
                              be represented in silhouette.
                             An SOC is required.............
----------------------------------------------------------------------------------------------------------------
1.b........................  Those circuit breakers that       X    X    X    X
                              affect procedures or result in
                              observable cockpit indications
                              must be properly located and
                              functionally accurate.
                             An SOC is required.
----------------------------------------------------------------------------------------------------------------
2. Programming
----------------------------------------------------------------------------------------------------------------

[[Page 28]]

 
2.a........................  A flight dynamics model that      X    X    X    X
                              accounts for various
                              combinations of drag and
                              thrust normally encountered in
                              flight must correspond to
                              actual flight conditions,
                              including the effect of change
                              in airplane attitude, thrust,
                              drag, altitude, temperature,
                              gross weight, moments of
                              inertia, center of gravity
                              location, and configuration.
----------------------------------------------------------------------------------------------------------------
2.b........................  The simulator must have the       X    X    X    X
                              computer capacity, accuracy,
                              resolution, and dynamic
                              response needed to meet the
                              qualification level sought.
                             An SOC is required.
----------------------------------------------------------------------------------------------------------------
2.c........................  Surface operations must be        X
                              represented to the extent that
                              allows turns within the
                              confines of the runway and
                              adequate controls on the
                              landing and roll-out from a
                              crosswind approach to a
                              landing.
----------------------------------------------------------------------------------------------------------------
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
2.d........................  Ground handling and aerodynamic
                              programming must include the
                              following:
                             An SOC is required.
----------------------------------------------------------------------------------------------------------------
2.d.1......................  Ground effect..................  ...   X    X    X   Ground effect includes
                                                                                   modeling that accounts for
                                                                                   roundout, flare, touchdown,
                                                                                   lift, drag, pitching moment,
                                                                                   trim, and power while in
                                                                                   ground effect.
----------------------------------------------------------------------------------------------------------------
2.d.2......................  Ground reaction................  ...   X    X    X   Ground reaction includes
                                                                                   modeling that accounts for
                                                                                   strut deflections, tire
                                                                                   friction, and side forces.
                                                                                   This is the reaction of the
                                                                                   airplane upon contact with
                                                                                   the runway during landing,
                                                                                   and may differ with changes
                                                                                   in factors such as gross
                                                                                   weight, airspeed, or rate of
                                                                                   descent on touchdown.
----------------------------------------------------------------------------------------------------------------
2.d.3......................  Ground handling                  ...   X    X    X
                              characteristics, including
                              aerodynamic and ground
                              reaction modeling including
                              steering inputs, operations
                              with crosswind, braking,
                              thrust reversing,
                              deceleration, and turning
                              radius.
----------------------------------------------------------------------------------------------------------------

[[Page 29]]

 
2.e........................  The simulator must employ        ...  ...   X    X   If desired, Level A and B
                              windshear models that provide                        simulators may qualify for
                              training for recognition of                          windshear training by meeting
                              windshear phenomena and the                          these standards; see
                              execution of recovery                                Attachment 5 of this
                              procedures. Models must be                           appendix. Windshear models
                              available to the instructor/                         may consist of independent
                              evaluator for the following                          variable winds in multiple
                              critical phases of flight:                           simultaneous components. The
                             (1) Prior to takeoff rotation..                       FAA Windshear Training Aid
                             (2) At liftoff.................                       presents one acceptable means
                             (3) During initial climb.......                       of compliance with simulator
                             (4) On final approach, below                          wind model requirements.
                              500 ft AGL..
                             The QTG must reference the FAA
                              Windshear Training Aid or
                              present alternate airplane
                              related data, including the
                              implementation method(s) used.
                              If the alternate method is
                              selected, wind models from the
                              Royal Windshear Training
                              Aerospace Establishment (RAE),
                              the Joint Airport Weather
                              Studies (JAWS) Project and
                              other recognized sources may
                              be implemented, but must be
                              supported and properly
                              referenced in the QTG. Only
                              those simulators meeting these
                              requirements may be used to
                              satisfy the training
                              requirements of part 121
                              pertaining to a certificate
                              holder's approved low-altitude
                              windshear flight training
                              program as described in Sec.
                              121.409..
                             Objective tests are required
                              for qualification; see
                              Attachment 2 and Attachment 5
                              of this appendix..
----------------------------------------------------------------------------------------------------------------
2.f........................  The simulator must provide for   ...  ...   X    X   Automatic ``flagging'' of out-
                              automatic testing of simulator                       of-tolerance situations is
                              hardware and software                                encouraged.
                              programming to determine
                              compliance with simulator
                              objective tests as prescribed
                              in Attachment 2.
                             An SOC is required.
----------------------------------------------------------------------------------------------------------------
2.g........................  Relative responses of the        ...  ...  ...  ...  The intent is to verify that
                              motion system, visual system,                        the simulator provides
                              and cockpit instruments,                             instrument, motion, and
                              measured by latency tests or                         visual cues that are, within
                              transport delay tests. Motion                        the stated time delays, like
                              onset should occur before the                        the airplane responses. For
                              start of the visual scene                            airplane response,
                              change (the start of the scan                        acceleration in the
                              of the first video field                             appropriate, corresponding
                              containing different                                 rotational axis is preferred.
                              information) but must occur
                              before the end of the scan of
                              that video field. Instrument
                              response may not occur prior
                              to motion onset. Test results
                              must be within the following
                              limits:
----------------------------------------------------------------------------------------------------------------
2.g.1......................  300 milliseconds of the           X    X
                              airplane response.
                             Objective Tests are required.
----------------------------------------------------------------------------------------------------------------
2.g.2......................  150 milliseconds of the          ...  ...   X    X
                              airplane response.
                             Objective Tests are required.
----------------------------------------------------------------------------------------------------------------
2.h........................  The simulator must accurately    ...  ...   X    X
                              reproduce the following runway
                              conditions:
                             (1) Dry.
                             (2) Wet.
                             (3) Icy.
                             (4) Patchy Wet.
                             (5) Patchy Icy.
                             (6) Wet on Rubber Residue in
                              Touchdown Zone.
                             An SOC is required.
                             Objective tests are required
                              only for dry, wet, and icy
                              runway conditions; see
                              Attachment 2.
----------------------------------------------------------------------------------------------------------------

[[Page 30]]

 
2.i........................  The simulator must simulate:     ...  ...   X    X   Simulator pitch, side loading,
                             (1) brake and tire failure                            and directional control
                              dynamics, including antiskid                         characteristics should be
                              failure..                                            representative of the
                             (2) decreased brake efficiency                        airplane.
                              due to high brake
                              temperatures, if applicable..
                             An SOC is required.............
----------------------------------------------------------------------------------------------------------------
2.j........................  The simulator must replicate     ...  ...   X    X
                              the effects of airframe icing.
                             A Subjective Test is required.
----------------------------------------------------------------------------------------------------------------
2.k........................  The aerodynamic modeling in the  ...  ...  ...   X   See Attachment 2, paragraph 4,
                              simulator must include:                              for further information on
                             (1) Low-altitude level-flight                         ground effect.
                              ground effect;.
                             (2) Mach effect at high
                              altitude;.
                             (3) Normal and reverse dynamic
                              thrust effect on control
                              surfaces;.
                             (4) Aeroelastic
                              representations; and.
                             (5) Nonlinearities due to
                              sideslip..
                             An SOC is required and must
                              include references to
                              computations of aeroelastic
                              representations and of
                              nonlinearities due to
                              sideslip.
----------------------------------------------------------------------------------------------------------------
2.l........................  The simulator must have          ...   X    X    X
                              aerodynamic and ground
                              reaction modeling for the
                              effects of reverse thrust on
                              directional control, if
                              applicable.
                             An SOC is required.
----------------------------------------------------------------------------------------------------------------
3. Equipment Operation
----------------------------------------------------------------------------------------------------------------
3.a........................  All relevant instrument           X    X    X    X
                              indications involved in the
                              simulation of the airplane
                              must automatically respond to
                              control movement or external
                              disturbances to the simulated
                              airplane; e.g., turbulence or
                              windshear. Numerical values
                              must be presented in the
                              appropriate units.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
3.b........................  Communications, navigation,       X    X    X    X   See Attachment 3 for further
                              caution, and warning equipment                       information regarding long-
                              must be installed and operate                        range navigation equipment.
                              within the tolerances
                              applicable for the airplane.
                             A subjective test is required..
----------------------------------------------------------------------------------------------------------------
3.c........................  Simulator systems must operate    X    X    X    X
                              as the airplane systems
                              operate under normal,
                              abnormal, and emergency
                              operating conditions on the
                              ground and in flight.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
3.d........................  The simulator must provide        X    X    X    X
                              pilot controls with control
                              forces and control travel that
                              correspond to the simulated
                              airplane. The simulator must
                              also react in the same manner
                              as in the airplane under the
                              same flight conditions.
                             A objective test is required.
----------------------------------------------------------------------------------------------------------------
4. Instructor or Evaluator Facilities
----------------------------------------------------------------------------------------------------------------

[[Page 31]]

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

[[Page 32]]

 
                             (8) Representative touchdown
                              cues for main and nose gear.
                             (9) Nosewheel scuffing, if
                              applicable.
                             (10) Mach and maneuver buffet.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
5.f........................  The simulator must provide       ...  ...  ...   X   The simulator should be
                              characteristic motion                                programmed and instrumented
                              vibrations that result from                          in such a manner that the
                              operation of the airplane if                         characteristic buffet modes
                              the vibration marks an event                         can be measured and compared
                              or airplane state that can be                        to airplane data.
                              sensed in the cockpit.
                             A objective test is required...
----------------------------------------------------------------------------------------------------------------
6. Visual System
----------------------------------------------------------------------------------------------------------------
6.a........................  The simulator must have a         X    X    X    X
                              visual system providing an out-
                              of-the-cockpit view.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.b........................  The simulator must have           X    X    X    X
                              operational landing lights for
                              night scenes. Where used, dusk
                              (or twilight) scenes require
                              operational landing lights.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.c........................  The simulator must have           X    X    X    X
                              instructor controls for the
                              following:
                             (1) Cloudbase.
                             (2) Visibility in statute miles
                              (km) and runway visual range
                              (RVR) in ft. (m).
                             (3) Airport selection.
                             (4) Airport lighting.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.d........................  Each airport scene displayed      X    X    X    X
                              must include the following:
                             (1) Airport runways and
                              taxiways.
                             (2) Runway definition.
                             (i) Runway surface and
                              markings.
                             (ii) Lighting for the runway in
                              use, including runway
                              threshold, edge, centerline,
                              touchdown zone, VASI or PAPI,
                              and approach lighting of
                              appropriate colors, as
                              appropriate.
                             (iii) Taxiway lights.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.e........................  The distances at which runway     X    X    X    X
                              features are visible, as
                              measured from runway threshold
                              to an airplane aligned with
                              the runway on an extended 3
                              [deg] glide slope must not be
                              less than listed below:
                             (1) Runway definition, strobe
                              lights, approach lights,
                              runway edge white lights VASI
                              or PAPI system lights from 5
                              statute miles (8 kilometers
                              (km)) of the runway threshold.
                             (2) Runway centerline lights
                              and taxiway definition from 3
                              statute miles (4.8 km).
                             (3) Threshold lights and
                              touchdown zone lights from 2
                              statute miles (3.2 km).
                             (4) Runway markings within
                              range of landing lights for
                              night scenes and as required
                              by three (3) arc-minutes
                              resolution on day scenes.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.f........................  The simulator must provide        X    X    X    X
                              visual system compatibility
                              with dynamic response
                              programming.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------

[[Page 33]]

 
6.g........................  The simulator must show that      X    X    X    X   This will show the modeling
                              the segment of the ground                            accuracy of RVR, glideslope,
                              visible from the simulator                           and localizer for a given
                              flight deck is the same as                           weight, configuration, and
                              from the airplane flight deck                        speed within the airplane's
                              (within established                                  operational envelope for a
                              tolerances) when at the                              normal approach and landing.
                              correct airspeed, in the
                              landing configuration, at a
                              main wheel height of 100 feet
                              (30 meters) above the
                              touchdown zone, and with
                              visibility of 1,200 ft (350 m)
                              RVR.
                             An SOC is required.............
                             An objective test is required..
----------------------------------------------------------------------------------------------------------------
6.h........................  The simulator must provide       ...   X    X    X
                              visual cues necessary to
                              assess sink rates (provide
                              depth perception) during
                              takeoffs and landings, to
                              include:
                             (1) Surface on runways,
                              taxiways, and ramps.
                             (2) Terrain features.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.i........................  The simulator must provide for    X    X    X    X   Visual attitude vs. simulator
                              accurate portrayal of the                            attitude is a comparison of
                              visual environment relating to                       pitch and roll of the horizon
                              the simulator attitude.                              as displayed in the visual
                             A subjective test is required..                       scene compared to the display
                                                                                   on the attitude indicator.
----------------------------------------------------------------------------------------------------------------
6.j........................  The simulator must provide for   ...  ...   X    X
                              quick confirmation of visual
                              system color, RVR, focus, and
                              intensity.
                             An SOC is required.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.k........................  The simulator must provide a     ...  ...   X    X
                              minimum of three airport
                              scenes including:
                             (1) Surfaces on runways,
                              taxiways, and ramps.
                             (2) Lighting of appropriate
                              color for all runways,
                              including runway threshold,
                              edge, centerline, VASI or
                              PAPI, and approach lighting
                              for the runway in use.
                             (3) Airport taxiway lighting.
                             (4) Ramps and buildings that
                              correspond to the sponsor's
                              Line Oriented scenarios, as
                              appropriate.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.l........................  The simulator must be capable    ...  ...   X    X
                              of producing at least 10
                              levels of occulting.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
 6.m.......................  Night Visual Scenes. When used    X    X    X    X
                              in training, testing, or
                              checking activities, the
                              simulator must provide night
                              visual scenes with sufficient
                              scene content to recognize the
                              airport, the terrain, and
                              major landmarks around the
                              airport. The scene content
                              must allow a pilot to
                              successfully accomplish a
                              visual landing. Scenes must
                              include a definable horizon
                              and typical terrain
                              characteristics such as
                              fields, roads and bodies of
                              water and surfaces illuminated
                              by airplane landing lights.
----------------------------------------------------------------------------------------------------------------

[[Page 34]]

 
6.n........................  Dusk (or Twilight) Visual        ...  ...   X    X
                              Scenes. When used in training,
                              testing, or checking
                              activities, the simulator must
                              provide dusk (or twilight)
                              visual scenes with sufficient
                              scene content to recognize the
                              airport, the terrain, and
                              major landmarks around the
                              airport. The scene content
                              must allow a pilot to
                              successfully accomplish a
                              visual landing. Scenes must
                              include a definable horizon
                              and typical terrain
                              characteristics such as
                              fields, roads and bodies of
                              water and surfaces illuminated
                              by airplane landing lights.
                             An SOC is required.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.o........................  Daylight Visual Scenes. The      ...  ...  ...   X   Brightness capability may be
                              simulator must have night dusk                       demonstrated with a test
                              (twilight), and daylight                             pattern of white light using
                              visual scenes with sufficient                        a spot photometer. Daylight
                              scene content to recognize the                       visual system is defined as a
                              airport, the terrain, and                            visual system capable of
                              major landmarks around the                           producing, at a minimum, full
                              airport. The scene content                           color presentations, scene
                              must allow a pilot to                                content comparable in detail
                              successfully accomplish a                            to that produced by 4,000
                              visual landing. Any ambient                          edges or 1,000 surfaces for
                              lighting must not ``washout''                        daylight and 4,000
                              the displayed visual scene.                          lightpoints for night and
                             Note: These requirements are                          dusk scenes, 6 foot-lamberts
                              applicable to any level of                           (20 cd/m \2\) of light
                              simulator equipped with a                            measured at the pilot's eye
                              ``daylight'' visual system..                         position (highlight
                             An SOC is required.............                       brightness) and a display
                             A subjective test is required..                       which is free of apparent
                                                                                   quantization and other
                                                                                   distracting visual effects
                                                                                   while the simulator is in
                                                                                   motion.
----------------------------------------------------------------------------------------------------------------
6.p........................  The simulator must provide       ...  ...  ...   X   For example: short runways,
                              operational visual scenes that                       landing approaches over
                              portray physical relationships                       water, uphill or downhill
                              known to cause landing                               runways, rising terrain on
                              illusions to pilots.                                 the approach path, unique
                             A subjective test is required..                       topographic features.
----------------------------------------------------------------------------------------------------------------
6.q........................  The simulator must provide       ...  ...  ...   X
                              special weather
                              representations of light,
                              medium, and heavy
                              precipitation near a
                              thunderstorm on takeoff and
                              during approach and landing.
                              Representations need only be
                              presented at and below an
                              altitude of 2,000 ft. (610 m)
                              above the airport surface and
                              within 10 miles (16 km) of the
                              airport.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.r........................  The simulator must present       ...  ...  ...   X
                              visual scenes of wet and snow-
                              covered runways, including
                              runway lighting reflections
                              for wet conditions, partially
                              obscured lights for snow
                              conditions, or suitable
                              alternative effects.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.s........................  The simulator must present       ...  ...  ...   X
                              realistic color and
                              directionality of all airport
                              lighting.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
7. Sound System
----------------------------------------------------------------------------------------------------------------
7.a........................  The simulator must provide        X    X    X    X
                              cockpit sounds that result
                              from pilot actions that
                              correspond to those that occur
                              in the airplane.
----------------------------------------------------------------------------------------------------------------

[[Page 35]]

 
7.b........................  The simulator must accurately    ...  ...   X    X
                              simulate the sound of
                              precipitation, windshield
                              wipers, and other significant
                              airplane noises perceptible to
                              the pilot during normal
                              operations, and include the
                              sound of a crash (when the
                              simulator is landed in an
                              unusual attitude or in excess
                              of the structural gear
                              limitations); normal engine
                              and thrust reversal sounds;
                              and the sounds of flap, gear,
                              and spoiler extension and
                              retraction.
                             An SOC is required.
                             A subjective test is required.
----------------------------------------------------------------------------------------------------------------
7.c........................  The simulator must provide       ...  ...  ...   X
                              realistic amplitude and
                              frequency of cockpit noises
                              and sounds. Simulator
                              performance must be recorded,
                              compared to amplitude and
                              frequency of the same sounds
                              recorded in the airplane, and
                              be made a part of the QTG.
                             Objective tests are required.
----------------------------------------------------------------------------------------------------------------

                          Table A1B [Reserved]

   Attachment 2 to Appendix A to Part 60--Full Flight Simulator (FFS) 
                             Objective Test

________________________________________________________________________

                            Begin Information

    1. For the purposes of this attachment, the flight conditions 
specified in the Flight Conditions Column of Table A2A, are defined as 
follows:
    (a) Ground--on ground, independent of airplane configuration;
    (b) Take-off--gear down with flaps/slats in any certified takeoff 
position;
    (c) First segment climb-- gear down with flaps/slats in any 
certified takeoff position (normally not above 50 ft AGL);
    (d) Second segment climb--gear up with flaps/slats in any certified 
takeoff position (normally between 50 ft and 400 ft AGL);
    (e) Clean--flaps/slats retracted and gear up;
    (f) Cruise--clean configuration at cruise altitude and airspeed;
    (g) Approach--gear up or down with flaps/slats at any normal 
approach position as recommended by the airplane manufacturer; and
    (h) Landing--gear down with flaps/slats in any certified landing 
position.
    2. The format for numbering the objective tests in appendix A, 
Attachment 2, Table A2A, and the objective tests in appendix B, 
Attachment 2, Table B2A, is identical. However, each test required for 
FFSs is not necessarily required for FTDs. Also, each test required for 
FTDs is not necessarily required for FFSs. Therefore, when a test number 
(or series of numbers) is not required, the term ``Reserved'' is used in 
the table at that location. Following this numbering format provides a 
degree of commonality between the two tables and substantially reduces 
the potential for confusion when referring to objective test numbers for 
either FFSs or FTDs.
    3. The QPS Requirements section imposes a duty on the sponsor or 
other data provider to ensure that a steady state condition exists at 
the instant of time captured by the ``snapshot'' for cases where the 
objective test results authorize a ``snapshot test'' or a ``series of 
snapshot tests'' results in lieu of a time-history. This is often 
verified by showing that a steady state condition existed from some 
period prior to, through some period following, the snap shot. The time 
period most frequently used is from 5 seconds prior through 2 seconds 
following the instant of time captured by the snap shot. Other time 
periods may be acceptable as authorized by the NSPM.
    4. The reader is encouraged to review the Airplane Flight Simulator 
Evaluation Handbook, Volumes I and II, published by the Royal 
Aeronautical Society, London, UK, and FAA Advisory Circulars (AC) 25-7, 
as may be amended, Flight Test Guide for Certification of Transport 
Category Airplanes, and (AC) 23-8, as may be amended, Flight Test Guide 
for Certification of Part 23 Airplanes, for references and examples 
regarding flight testing requirements and techniques.
    5. If relevant winds are present in the objective data, the wind 
vector should be clearly noted as part of the data presentation, 
expressed in conventional terminology, and related to the runway being 
used for the test.

                             End Information

________________________________________________________________________

[[Page 36]]

                         Begin QPS Requirements

                          1. Test Requirements

    a. The ground and flight tests required for qualification are listed 
in Table of A2A, FFS Objective Tests. Computer generated simulator test 
results must be provided for each test except where an alternative test 
is specifically authorized by the NSPM. If a flight condition or 
operating condition is required for the test but does not apply to the 
airplane being simulated or to the qualification level sought, it may be 
disregarded (e.g., an engine out missed approach for a single-engine 
airplane or a maneuver using reverse thrust for an airplane without 
reverse thrust capability). Each test result is compared against the 
validation data described in Sec. 60.13 and in this appendix. Although 
use of a driver program designed to automatically accomplish the tests 
is encouraged for all simulators and required for Level C and Level D 
simulators, it must be possible to conduct each test manually while 
recording all appropriate parameters. The results must be produced on an 
appropriate recording device acceptable to the NSPM and must include 
simulator number, date, time, conditions, tolerances, and appropriate 
dependent variables portrayed in comparison to the validation data. Time 
histories are required unless otherwise indicated in Table A2A. All 
results must be labeled using the tolerances and units given.
    b. Table A2A in this attachment sets out the test results required, 
including the parameters, tolerances, and flight conditions for 
simulator validation. Tolerances are provided for the listed tests 
because mathematical modeling and acquisition and development of 
reference data are often inexact. All tolerances listed in the following 
tables are applied to simulator performance. When two tolerance values 
are given for a parameter, the less restrictive may be used unless 
otherwise indicated.
    c. Certain tests included in this attachment must be supported with 
a Statement of Compliance and Capability (SOC). In Table A2A, 
requirements for SOCs are indicated in the ``Test Details'' column.
    d. When operational or engineering judgment is used in making 
assessments for flight test data applications for simulator validity, 
such judgment must not be limited to a single parameter. For example, 
data that exhibit rapid variations of the measured parameters may 
require interpolations or a ``best fit'' data selection. All relevant 
parameters related to a given maneuver or flight condition must be 
provided to allow overall interpretation. When it is difficult or 
impossible to match simulator to airplane data throughout a time 
history, differences must be justified by providing a comparison of 
other related variables for the condition being assessed.
    e. It is not acceptable to program the FFS so that the mathematical 
modeling is correct only at the validation test points. Unless otherwise 
noted, simulator tests must represent airplane performance and handling 
qualities at operating weights and centers of gravity (CG) typical of 
normal operation. If a test is supported by airplane data at one extreme 
weight or CG, another test supported by airplane data at mid-conditions 
or as close as possible to the other extreme must be included, except as 
may be authorized by the NSPM. Certain tests that are relevant only at 
one extreme CG or weight condition need not be repeated at the other 
extreme. Tests of handling qualities must include validation of 
augmentation devices.
    f. When comparing the parameters listed to those of the airplane, 
sufficient data must also be provided to verify the correct flight 
condition and airplane configuration changes. For example, to show that 
control force is within the parameters for a static stability test, data 
to show the correct airspeed, power, thrust or torque, airplane 
configuration, altitude, and other appropriate datum identification 
parameters must also be given. If comparing short period dynamics, 
normal acceleration may be used to establish a match to the airplane, 
but airspeed, altitude, control input, airplane configuration, and other 
appropriate data must also be given. If comparing landing gear change 
dynamics, pitch, airspeed, and altitude may be used to establish a match 
to the airplane, but landing gear position must also be provided. All 
airspeed values must be properly annotated (e.g., indicated versus 
calibrated). In addition, the same variables must be used for comparison 
(e.g., compare inches to inches rather than inches to centimeters).
    g. The QTG provided by the sponsor must clearly describe how the 
simulator will be set up and operated for each test. Each simulator 
subsystem may be tested independently, but overall integrated testing of 
the simulator must be accomplished to assure that the total simulator 
system meets the prescribed standards. A manual test procedure with 
explicit and detailed steps for completing each test must also be 
provided.
    h. In those cases where the objective test results authorize a 
``snapshot test'' or ``a series of snapshot test'' results in lieu of a 
time-history result, the sponsor or other data provider must ensure that 
a steady state condition exists at the instant of time captured by the 
``snapshot.''
    i. For previously qualified simulators, the tests and tolerances of 
this attachment may be used in subsequent continuing qualification 
evaluations for any given test if the sponsor has submitted a proposed 
MQTG revision to the NSPM and has received NSPM approval.

[[Page 37]]

    j. Simulators are evaluated and qualified with an engine model 
simulating the airplane data supplier's flight test engine. For 
qualification of alternative engine models (either variations of the 
flight test engines or other manufacturer's engines) additional tests 
with the alternative engine models may be required. This Attachment 
contains guidelines for alternative engines.
    k. For testing Computer Controlled Airplane (CCA) simulators, or 
other highly augmented airplane simulators, flight test data is required 
for the Normal (N) and/or Non-normal (NN) control states, as indicated 
in this Attachment. Where test results are independent of control state, 
Normal or Non-normal control data may be used. All tests in Table A2A 
require test results in the Normal control state unless specifically 
noted otherwise in the Test Details section following the CCA 
designation. The NSPM will determine what tests are appropriate for 
airplane simulation data. When making this determination, the NSPM may 
require other levels of control state degradation for specific airplane 
tests. Where Non-normal control states are required, test data must be 
provided for one or more Non-normal control states, and must include the 
least augmented state. Where applicable, flight test data must record 
Normal and Non-normal states for:
    (1) Pilot controller deflections or electronically generated inputs, 
including location of input; and
    (2) Flight control surface positions unless test results are not 
affected by, or are independent of, surface positions.
    l. Tests of handling qualities must include validation of 
augmentation devices. FFSs for highly augmented airplanes will be 
validated both in the unaugmented configuration (or failure state with 
the maximum permitted degradation in handling qualities) and the 
augmented configuration. Where various levels of handling qualities 
result from failure states, validation of the effect of the failure is 
necessary. Requirements for testing will be mutually agreed to between 
the sponsor and the NSPM on a case-by-case basis.
    m. Some tests will not be required for airplanes using airplane 
hardware in the simulator cockpit (e.g., ``side stick controller''). 
These exceptions are noted in Section 2 ``Handling Qualities'' in Table 
A2A of this attachment. However, in these cases, the sponsor must 
provide a statement that the airplane hardware meets the appropriate 
manufacturer's specifications and the sponsor must have supporting 
information to that fact available for NSPM review.
    n. For objective test purposes, ``Near maximum'' gross weight is a 
weight chosen by the sponsor or data provider that is not less than the 
basic operating weight (BOW) of the airplane being simulated plus 80% of 
the difference between the maximum certificated gross weight (either 
takeoff weight or landing weight, as appropriate for the test) and the 
BOW. ``Light'' gross weight is a weight chosen by the sponsor or data 
provider that is not more than 120% of the BOW of the airplane being 
simulated or as limited by the minimum practical operating weight of the 
test airplane. ``Medium'' gross weight is a weight chosen by the sponsor 
or data provider that is approximately 10% of the 
average of the numerical values of the BOW and the maximum certificated 
gross weight. (Note: BOW is the empty weight of the aircraft plus the 
weight of the following: normal oil quantity; lavatory servicing fluid; 
potable water; required crewmembers and their baggage; and emergency 
equipment. (References: Advisory Circular 120-27, ``Aircraft Weight and 
Balance;'' and FAA-H-8083-1, ``Aircraft Weight and Balance Handbook.'').

                          End QPS Requirements



[[Page 38]]

________________________________________________________________________

                                                 Table A2A--Full Flight Simulator (FFS) Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                       <<
----------------------------------------------------------------------------------------------------------------------------------
                  Test                                                                                          Simulator  Level     Information  notes
-----------------------------------------       Tolerance          Flight  Conditions        Test details     --------------------
       No.                 Title                                                                                A    B    C    D
--------------------------------------------------------------------------------------------------------------------------------------------------------
1. Performance
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.               Taxi
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1............  Minimum Radius Turn..  3 ft (0.9 m) or                            Nose gear turning
                                           20% of airplane turn                          radius. This test is
                                           radius.                                       to be accomplished
                                                                                         without the use of
                                                                                         brakes and only
                                                                                         minimum thrust,
                                                                                         except for airplanes
                                                                                         requiring asymmetric
                                                                                         thrust or braking to
                                                                                         turn.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.2............  Rate of Turn vs.       10% or 2%                            than minimum turning
                                           sec. turn rate.                               radius speed, with a
                                                                                         spread of at least 5
                                                                                         knots groundspeed.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 39]]

 
1.b..............  Takeoff                                                              All commonly used
                                                                                         takeoff flap
                                                                                         settings are to be
                                                                                         demonstrated at
                                                                                         least once in the
                                                                                         tests for minimum
                                                                                         unstick (1.b.3.),
                                                                                         normal takeoff
                                                                                         (1.b.4.), critical
                                                                                         engine failure on
                                                                                         takeoff (1.b.5.), or
                                                                                         crosswind takeoff
                                                                                         (1.b.6.).
1.b.1............  Ground Acceleration    5% time and                                time and distance                          normal takeoff
                                           distance or 5%                            of the time from                           takeoff (1.b.7.).
                                           time and 200                           Preliminary aircraft                       be shown using
                                           ft (61 m) of                                  certification data                         appropriate scales
                                           distance.                                     may be used.                               for each portion of
                                                                                                                                    the maneuver.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 40]]

 
1.b.2............  Minimum Control        25% of maximum                             must be within 1                          acceptable
                    controls only (per     deviation or 5 ft                          engine failure                             flight test snap
                    airworthiness          (1.5 m).                                      speed. Engine thrust                       engine deceleration
                    standard or            Additionally, for                             decay must be that                         to idle at a speed
                    alternative) or        those simulators of                           resulting from the                         between V11 and V1--
                    engine inoperative     airplanes with                                mathematical model                         10 knots, followed
                    test to demonstrate    reversible flight                             for the engine                             by control of
                    ground control         control systems:                              variant applicable                         heading using
                    characteristics.       Rudder pedal force;                           to the full flight                         aerodynamic control
                                           10% or 5 lb                          engine is not the                          with the main gear
                                           (2.2 daN).                                    same as the airplane                       on the ground. To
                                                                                         manufacturer's                             ensure only
                                                                                         flight test engine,                        aerodynamic control
                                                                                         a further test may                         is used, nosewheel
                                                                                         be run with the same                       steering should be
                                                                                         initial conditions                         disabled (i.e.,
                                                                                         using the thrust                           castored) or the
                                                                                         from the flight test                       nosewheel held
                                                                                         data as the driving                        slightly off the
                                                                                         parameter.                                 ground.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 41]]

 
1.b.3............  Minimum Unstick Speed  3 kts airspeed,                            gear strut                                 minimum speed at
                    test to demonstrate    1.5[deg] pitch                             equivalent air/                            landing gear leaves
                    takeoff                angle.                                        ground signal.                             the ground. Main
                    characteristics.                                                     Record from 10 kt                          landing gear strut
                                                                                         before start of                            compression or
                                                                                         rotation until at                          equivalent air/
                                                                                         least 5 seconds                            ground signal should
                                                                                         after the occurrence                       be recorded. If a
                                                                                         of main gear lift-                         Vmu test is not
                                                                                         off.                                       available,
                                                                                                                                    alternative
                                                                                                                                    acceptable flight
                                                                                                                                    tests are a constant
                                                                                                                                    high-attitude take-
                                                                                                                                    off run through main
                                                                                                                                    gear lift-off of an
                                                                                                                                    early rotation take-
                                                                                                                                    off.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 42]]

 
1.b.4............  Normal Takeoff.......  3 kts airspeed,                            profile from brake                         for ground
                                           1.5[deg] pitch                             200 ft (61 m) above                        and distance
                                           angle, 1.5[                          If the airplane has                        data should be shown
                                           deg] angle of                                 more than one                              using appropriate
                                           attack, 20                            configuration, a                           portion of the
                                           ft (6 m) height.                              different                                  maneuver.
                                           Additionally, for                             configuration must
                                           those simulators of                           be used for each
                                           airplanes with                                weight. Data are
                                           reversible flight                             required for a
                                           control systems:                              takeoff weight at
                                           Stick/Column Force;                           near maximum takeoff
                                           10% or  5                            and for a light
                                           lb (2.2 daN).                                 takeoff weight with
                                                                                         an aft center of
                                                                                         gravity, as defined
                                                                                         in appendix F.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 43]]

 
1.b.5............  Critical Engine        3 kts airspeed,                            profile at near
                                           1.5[deg] pitch                             weight from prior to
                                           angle, 1.5[                          least 200 ft (61 m)
                                           deg] angle of                                 AGL. Engine failure
                                           attack, 20                            3 kts of airplane
                                           3[deg] heading
                                           angle, 2[de
                                           g] bank angle, 2[de
                                           g] sideslip angle.
                                           Additionally, for
                                           those simulators of
                                           airplanes with
                                           reversible flight
                                           control systems:
                                           Stick/Column Force;
                                           10% or 5 lb
                                           (2.2 daN); Wheel
                                           Force; 10%
                                           or 3 lb (1.3
                                           daN); and Rudder
                                           Pedal Force; 10%
                                           or 5 lb (2.2
                                           daN).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.6............  Crosswind Takeoff....  3 kts airspeed,                            profile from brake                         where a maximum
                                           1.5[deg] pitch                             200 ft (61 m) AGL.                         maximum demonstrated
                                           angle, 1.5[                          including                                  included in the AFM,
                                           deg] angle of                                 information on wind                        contact the NSPM.
                                           attack, 20                            crosswind component
                                           ft (6 m) height,                              of at least 60% of
                                           2[deg] bank                                described in the
                                           angle, 2[de                          Manual (AFM), as
                                           g] sideslip angle;                            measured at 33 ft
                                           3[deg] heading                             runway.
                                           angle. Additionally,
                                           for those simulators
                                           of airplanes with
                                           reversible flight
                                           control systems:
                                           Stick/Column Force;
                                           10% or 5 lb
                                           (2.2 daN) stick/
                                           column force, 10%
                                           or 3 lb (1.3
                                           daN) wheel force,
                                           10% or 5 lb
                                           (2.2 daN) rudder
                                           pedal force.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 44]]

 
1.b.7............  Rejected Takeoff.....  5% time or 1.5                           release to full                            applicable.
                                           sec, 7.5% distance                          initiation of the
                                           or 250 ft (76                            speed. The airplane
                                           m).                                           must be at or near
                                                                                         the maximum takeoff
                                                                                         gross weight. Use
                                                                                         maximum braking
                                                                                         effort, auto or
                                                                                         manual.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.8............  Dynamic Engine         20% or 2[de                          minus3                          airplane flight test
                                           g]/sec body angular                           kts of airplane                            may be performed out
                                           rates.                                        data. Record Hands                         of ground effect at
                                                                                         Off from 5 secs.                           a safe altitude, but
                                                                                         before to at least 5                       with correct
                                                                                         secs. after engine                         airplane
                                                                                         failure or 30[deg]                         configuration and
                                                                                         Bank, whichever                            airspeed.
                                                                                         occurs first. Engine
                                                                                         failure may be a
                                                                                         snap deceleration to
                                                                                         idle. (CCA: Test in
                                                                                         Normal and Non-
                                                                                         normal control
                                                                                         state.).
1.c..............  Climb

[[Page 45]]

 
1.c.1............  Normal Climb, all      3 kts airspeed,                            preferred, however,
                                           5% or 100                           acceptable
                                           FPM (0.5 m/Sec.)                              alternative. Record
                                           climb rate.                                   at nominal climb
                                                                                         speed and mid-
                                                                                         initial climb
                                                                                         altitude. Flight
                                                                                         simulator
                                                                                         performance must be
                                                                                         recorded over an
                                                                                         interval of at least
                                                                                         1,000 ft. (300m).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.2............  One engine             3 kts airspeed,     airplanes, in          preferred, however,
                                           5% or 100    airplanes, Second      acceptable
                                           FPM (0.5 m/Sec.)       Segment Climb.         alternative. Test at
                                           climb rate, but not                           weight, altitude, or
                                           less than the FAA-                            temperature limiting
                                           Apprioved Airplane                            conditions. Record
                                           Flight Manual (AFM)                           at nominal climb
                                           values.                                       speed. Flight
                                                                                         simulator
                                                                                         performance must be
                                                                                         recorded over an
                                                                                         interval of at least
                                                                                         1,000 ft. (300m).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.3............  One Engine             10% time, 10%                           (1550 m) climb
                                           distance, 10%                           data or airplane
                                           fuel used.                                    performance manual
                                                                                         data may be used.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 46]]

 
1.c.4............  One Engine             3 kts airspeed,                            near maximum gross                         be configured with
                    Climb (if the          5% or 100                           F. Flight test data                        operating normally,
                    performance in icing   FPM (0.5 m/Sec.)                              or airplane                                with the gear up and
                    conditions).           climb rate, but not                           performance manual                         go-around flaps set.
                                           less than the climb                           data may be used.                          All icing
                                           gradient                                      Flight simulator                           accountability
                                           requirements of 14                            performance must be                        considerations
                                           CFR parts 23 or 25                            recorded over an                           should be applied in
                                           climb gradient, as                            interval of at least                       accordance with the
                                           appropriate.                                  1,000 ft. (300m).                          AFM for an approach
                                                                                                                                    in icing conditions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d..............  Cruise/Descent
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.1............  Level flight           5% Time.                                   minimum of 50 kts
                                                                                         speed increase using
                                                                                         maximum continuous
                                                                                         thrust rating or
                                                                                         equivalent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.2............  Level flight           5% Time.                                   minimum of 50 kts
                                                                                         speed decrease using
                                                                                         idle power.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 47]]

 
1.d.3............  Cruise performance...  0.05 EPR or 5%                            instantaneous fuel
                                           of N1, or 5% of Torque,                           2 consecutive
                                           5% of                             snapshots with a
                                           fuel flow.                                    spread of at least 3
                                                                                         minutes in steady
                                                                                         flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e..............  Stopping
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.1............  Stopping time and      5% of time. For                            distance for at
                    manual application     distance up to 4000                           least 80% of the
                    of wheel brakes and    ft (1220 m): 200                           touch down to full
                    a dry runway.          ft (61 m) or 10%,                          required for weights
                                           whichever is                                  at medium and near
                                           smaller. For                                  maximum landing
                                           distance greater                              weights. Data for
                                           than 4000 ft (1220                            brake system
                                           m): 5% of                                  position of ground
                                           distance.                                     spoilers (including
                                                                                         method of
                                                                                         deployment, if used)
                                                                                         must be provided.
                                                                                         Engineering data may
                                                                                         be used for the
                                                                                         medium gross weight
                                                                                         condition.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 48]]

 
1.e.2............  Stopping time and      5% time and the                            distance for at
                    reverse thrust and     smaller of 10%                           total time from
                    dry runway.            or 200 ft (61 m)                          reverse thrust to
                                           of distance.                                  the minimum
                                                                                         operating speed with
                                                                                         full reverse thrust.
                                                                                         Data is required for
                                                                                         medium and near
                                                                                         maximum landing
                                                                                         gross weights. Data
                                                                                         on the position of
                                                                                         ground spoilers,
                                                                                         (including method of
                                                                                         deployment, if used)
                                                                                         must be provided.
                                                                                         Engineering data may
                                                                                         be used for the
                                                                                         medium gross weight
                                                                                         condition.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 49]]

 
1.e.3............  Stopping distance,     10% of distance                            data or
                    and no reverse         or 200 ft (61 m).                         performance manual
                    runway.                                                              data must be used
                                                                                         where available.
                                                                                         Engineering data
                                                                                         based on dry runway
                                                                                         flight test stopping
                                                                                         distance modified by
                                                                                         the effects of
                                                                                         contaminated runway
                                                                                         braking coefficients
                                                                                         are an acceptable
                                                                                         alternative.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.4............  Stopping distance,     10% of distance                            manufacturer's
                    and no reverse         or 200 ft (61 m).                         data must be used,
                    runway.                                                              where available.
                                                                                         Engineering data
                                                                                         based on dry runway
                                                                                         flight test stopping
                                                                                         distance modified by
                                                                                         the effects of
                                                                                         contaminated runway
                                                                                         braking coefficients
                                                                                         are an acceptable
                                                                                         alternative.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f..............  Engines
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 50]]

 
1.f.1............  Acceleration.........  10% Tt and 10% Ti, or                              Torque) from flight                        throttle movement
                                           0.25 sec.                         idle to go-around                          until reaching a 10%
                                                                                         power for a rapid                          response of engine
                                                                                         (slam) throttle                            power.
                                                                                         movement.                                 Tt is the total time
                                                                                                                                    from initial
                                                                                                                                    throttle movement to
                                                                                                                                    reaching 90% of go
                                                                                                                                    around power.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f.2............  Deceleration.........  10% Tt and 10% Ti, or                              Torque) from Max T/O                       throttle movement
                                           0.25 sec.                         power to 90% decay                         until reaching a 10%
                                                                                         of Max T/O power for                       response of engine
                                                                                         a rapid (slam)                             power.
                                                                                         throttle movement.                        Tt is the total time
                                                                                                                                    from initial
                                                                                                                                    throttle movement to
                                                                                                                                    reaching 90% decay
                                                                                                                                    of maximum takeoff
                                                                                                                                    power.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2. Handling Qualities
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 51]]

 
                   For simulators requiring Static or Dynamic tests at the controls (i.e., column, wheel,      ...  ...  ...  ...  Contact the NSPM for
                    rudder pedal), special test fixtures will not be required during initial or upgrade                             clarification of any
                    evaluations if the sponsor's QTG/MQTG shows both text fixture results and the results of                        issue regarding
                    an alternative approach, such as computer plots produced concurrently, that provide                             airplanes with
                    satisfactory agreement. Repeat of the alternative method during the initial or upgrade                          reversible controls.
                    evaluation would then satisfy this test requirement. For initial and upgrade evaluations,
                    the control dynamic characteristics must be measured at and recorded directly from the
                    cockpit controls, and must be accomplished in takeoff, cruise, and landing flight
                    conditions and configurations. Testing of position versus force is not applicable if
                    forces are generated solely by use of airplane hardware in the full flight simulator
                  --------------------------------------------------------------------------------------------------------------------------------------
2.a..............  Static Control Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1.a..........  Pitch Controller       2 lb (0.9 daN)                             uninterrupted                              be validated (where
                    and Surface Position   breakout, 10%                           stops.                                     flight data from
                                           or 5 lb (2.2                                                                         longitudinal static
                                           daN) force, 2[de                                                                     Static and dynamic
                                           g] elevator.                                                                             flight control tests
                                                                                                                                    should be
                                                                                                                                    accomplished at the
                                                                                                                                    same feel or impact
                                                                                                                                    pressures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1.b..........  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.2.a..........  Roll Controller        2 lb (0.9 daN)                             uninterrupted                              be validated with in-
                    Surface Position       breakout, 10%                           stops.                                     tests such as engine
                                           or 3 lb (1.3                                                                         state or sideslips.
                                           daN) force, 2[de                                                                     flight control tests
                                           g] aileron, 3[de                                                                     accomplished at the
                                           g] spoiler angle.                                                                        same feel or impact
                                                                                                                                    pressures.
2.a.2.b..........  (Reserved)...........
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 52]]

 
2.a.3.a..........  Rudder Pedal Position  5 lb (2.2 daN)                             uninterrupted                              be validated with in-
                    Surface Position       breakout, 10%                           stops.                                     tests such as engine
                                           or 5 lb (2.2                                                                         state or sideslips.
                                           daN) force, 2\1/                                                                     flight control tests
                                           2\ rudder angle.                                                                         should be
                                                                                                                                    accomplished at the
                                                                                                                                    same feel or impact
                                                                                                                                    pressures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.3.b..........  (Reserved)...........
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.4............  Nosewheel Steering     2 lb (0.9 daN)                             uninterrupted
                    Position Calibration.  breakout, 10%                           stops.
                                           or 3 lb (1.3
                                           daN) force, 2\1/
                                           2\ nosewheel angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.5............  Rudder Pedal Steering  [deg]nosewheel                             uninterrupted
                                           angle.                                        control sweep to the
                                                                                         stops.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.6............  Pitch Trim Indicator   0.5[deg] of                                                                           test is to compare
                    Calibration.           computed trim                                                                            full flight
                                           surface angle.                                                                           simulator against
                                                                                                                                    design data or
                                                                                                                                    equivalent
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.7............  (Reserved)...........  .....................
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 53]]

 
2.a.8............  Alignment of Cockpit   5[deg] of                                  recording for all
                    Selected Engine        throttle lever                                engines. The
                    Parameter.             angle, or 3%                            against airplane
                                           N1 or 03 EPR, or                             engines. In the case
                                            torque. For                               airplanes, if a
                                           propeller-driven                              propeller lever is
                                           airplanes where the                           present, it must
                                           propeller control                             also be checked. For
                                           levers do not have                            airplanes with
                                           angular travel, a                             throttle
                                           tolerance of 0.8                           detents must be
                                           inch (2 cm.)                                 series of snapshot
                                           applies.                                      test results..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.9............  Brake Pedal Position   5 lb (2.2 daN) or                          pressure must be                           computer output
                    System Pressure        10% force, 150                           position through a                         to show compliance.
                                           psi (1.0 MPa) or                              ground static test.
                                           10% brake system
                                           pressure.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b..............  Dynamic Control Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   (3) Tests 2.b.1., 2.b.2., and 2.b.3 are not applicable if dynamic response is generated
                    solely by use of airplane hardware in the full flight simulator. Power setting is that
                    required for level flight unless otherwise specified.
                  --------------------------------------------------------------------------------------------------------------------------------------

[[Page 54]]

 
2.b.1............  Pitch Control........  For underdamped        Takeoff, Cruise, and   Data must show normal  ...  ...   X    X   ``n'' is the
                                           systems 10%                           in both directions.                        a full cycle of
                                           of time from 90% of                           Tolerances apply                           oscillation. Refer
                                           initial displacement                          against the absolute                       to paragraph 3 of
                                           (0.9 Ad) to first                             values of each                             this attachment for
                                           zero crossing and                             period (considered                         more information.
                                           10                                independently).                            Static and dynamic
                                           (n+1)% of period                              Normal control                             flight control tests
                                           thereafter 10% amplitude                           this test is 25% to                        accomplished at the
                                           of first overshoot                            50% of the maximum                         same feel or impact
                                           applied to all                                allowable pitch                            pressures.
                                           overshoots greater                            controller                                For the alternate
                                           than 5% of initial                            deflection for                             method (see
                                           displacement (.05                             flight conditions                          paragraph 3 of this
                                           Ad). 1                            limited by the                             attachment).
                                           overshoot (first                              maneuvering load                          The slow sweep is the
                                           significant                                   envelope.                                  equivalent to the
                                           overshoot must be                                                                        static test 2.a.1.
                                           matched).                                                                                For the moderate and
                                          For overdamped                                                                            rapid sweeps: 2 lb
                                           minus10%                                                                      (0.9 daN) or 10%
                                           initial displacement                                                                     dynamic increment
                                           (0.9 Ad) to 10% of                                                                       above the static
                                           initial displacement                                                                     force.
                                           (0.1 Ad).
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 55]]

 
2.b.2............  Roll Control.........  For underdamped        Takeoff, Cruise, and   Data must show normal  ...  ...   X    X   ``n'' is the
                                           systems: 10%                           in both directions.                        a full cycle of
                                           of time from 90% of                           Tolerances apply                           oscillation. Refer
                                           initial displacement                          against the absolute                       to paragraph 3 of
                                           (0.9 Ad) to first                             values of each                             this attachment for
                                           zero crossing, and                            period (considered                         more information.
                                           10                                independently).                            Static and dynamic
                                           (n+1)% of period                              Normal control                             flight control tests
                                           thereafter.                                   displacement for                           should be
                                          10% amplitude of                           50% of maximum                             same feel or impact
                                           first overshoot,                              allowable roll                             pressures.
                                           applied to all                                controller                                For the alternate
                                           overshoots greater                            deflection for                             method (see
                                           than 5% of initial                            flight conditions                          paragraph 3 of this
                                           displacement (.05                             limited by the                             attachment).
                                           Ad), 1                            maneuvering load                          The slow sweep is the
                                           overshoot (first                              envelope.                                  equivalent to the
                                           significant                                                                              static test 2.a.2.
                                           overshoot must be                                                                        For the moderate and
                                           matched).                                                                                rapid sweeps: 2 lb
                                           systems: 10%                                                                      minus10%
                                           of time from 90% of                                                                      dynamic increment
                                           initial displacement                                                                     above the static
                                           (0.9 Ad) to 10% of                                                                       force.
                                           initial displacement
                                           (0.1 Ad).
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 56]]

 
2.b.3............  Yaw Control..........  For underdamped        Takeoff, Cruise, and   Data must show normal  ...  ...   X    X   ``n'' is the
                                           systems: 10%                           in both directions.                        a full cycle of
                                           of time from 90% of                           Tolerances apply                           oscillation. Refer
                                           initial displacement                          against the absolute                       to paragraph 3 of
                                           (0.9 Ad) to first                             values of each                             this attachment for
                                           zero crossing, and                            period (considered                         more information.
                                           10                                independently).                            Static and dynamic
                                           (n+1)% of period                              Normal control                             flight control tests
                                           thereafter 10% amplitude                           this test is 25% to                        accomplished at the
                                           of first overshoot,                           50% of full throw.                         same feel or impact
                                           applied to all                                                                           pressures.
                                           overshoots greater                                                                      For the alternate
                                           than 5% of initial                                                                       method (see
                                           displacement (.05                                                                        paragraph 3 of this
                                           Ad), 1                                                                       attachment).
                                           overshoot (first                                                                        The slow sweep is the
                                           significant                                                                              equivalent to the
                                           overshoot must be                                                                        static test 2.a.3.
                                           matched).                                                                                For the moderate and
                                          For overdamped                                                                            rapid sweeps: 2 lb
                                           minus10%                                                                      (0.9 daN) or 10%
                                           initial displacement                                                                     dynamic increment
                                           (0.9 Ad) to 10% of                                                                       above the static
                                           initial displacement                                                                     force.
                                           (0.1 Ad).
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 57]]

 
2.b.4............  Small Control Inputs-- 0.15[deg]/sec                              be typical of minor
                                           body pitch rate or                            corrections made
                                           20% of peak body                           an ILS approach
                                           pitch rate applied                            course
                                           throughout the time                           (approximately
                                           history.                                      0.5[deg]/sec to
                                                                                         2[deg]/sec pitch
                                                                                         rate). The test must
                                                                                         be in both
                                                                                         directions, showing
                                                                                         time history data
                                                                                         from 5 seconds
                                                                                         before until at
                                                                                         least 5 seconds
                                                                                         after initiation of
                                                                                         control input.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 58]]

 
2.b.5............  Small Control Inputs-- 0.15[deg]/sec                              be typical of minor
                                           body roll rate or                             corrections made
                                           20% of peak body                           an ILS approach
                                           roll rate applied                             course
                                           throughout the time                           (approximately
                                           history.                                      0.5[deg]/sec to
                                                                                         2[deg]/sec roll
                                                                                         rate). The test must
                                                                                         be run in only one
                                                                                         direction; however,
                                                                                         for airplanes that
                                                                                         exhibit non-
                                                                                         symmetrical
                                                                                         behavior, the test
                                                                                         must include both
                                                                                         directions. Time
                                                                                         history data must be
                                                                                         recorded from 5
                                                                                         seconds before until
                                                                                         at least 5 seconds
                                                                                         after initiation of
                                                                                         control input.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59]]

 
2.b.6............  Small Control Inputs-- 0.15[deg]/sec                              be typical of minor
                                           body yaw rate or                              corrections made
                                           20% of peak body                           an ILS approach
                                           yaw rate applied                              course
                                           throughout the time                           (approximately
                                           history.                                      0.5[deg]/sec to
                                                                                         2[deg]/sec yaw
                                                                                         rate). The test must
                                                                                         be run in only one
                                                                                         direction; however,
                                                                                         for airplanes that
                                                                                         exhibit non-
                                                                                         symmetrical
                                                                                         behavior, the test
                                                                                         must include both
                                                                                         directions. Time
                                                                                         history data must be
                                                                                         recorded from 5
                                                                                         seconds before until
                                                                                         at least 5 seconds
                                                                                         after initiation of
                                                                                         control input.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c..............  Longitudinal Control Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   Power setting is that required for level flight unless otherwise specified
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 60]]

 
2.c.1............  Power Change Dynamics  3 kt airspeed,                             the thrust setting
                                           100 ft (30 m)                              approach or level
                                           altitude, 20%                           continuous thrust or
                                           or 1.5[deg]                               setting. Record the
                                           pitch angle.                                  uncontrolled free
                                                                                         response from at
                                                                                         least 5 seconds
                                                                                         before the power
                                                                                         change is initiated
                                                                                         to 15 seconds after
                                                                                         the power change is
                                                                                         completed.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 61]]

 
2.c.2............  Flap/Slat Change       3 kt airspeed,      initial flap           uncontrolled free
                                           100 ft (30 m)       approach to landing.   least 5 seconds
                                           altitude, 20%                           configuration change
                                           or 1.5[deg]                               seconds after the
                                           angle.                                        configuration change
                                                                                         is completed.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3............  Spoiler/Speedb rake    3 kt airspeed,                             uncontrolled free
                                           100 ft (30 m)                              least 5 seconds
                                           altitude, 20%                           configuration change
                                           or 1.5[deg]                               seconds after the
                                           pitch angle.                                  configuration change
                                                                                         is completed. Record
                                                                                         results for both
                                                                                         extension and
                                                                                         retraction.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 62]]

 
2.c.4............  Gear Change Dynamics.  3 kt airspeed,      and Approach           history of
                                           100 ft (30 m)                              response for a time
                                           altitude, 20%                           least 5 seconds
                                           or 1.5[deg]                               configuration change
                                           pitch angle.                                  is initiated to 15
                                                                                         seconds after the
                                                                                         configuration change
                                                                                         is completed.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.5............  Longitudinal Trim....  0.5[deg]            Landing.               condition with wings
                                           stabilizer, 1[de                          for level flight.
                                           g] elevator, 1[de                          snapshot tests.
                                           g] pitch angle,                              CCA: Test in normal
                                           5% net thrust or                           control states..
                                           equivalent.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63]]

 
2.c.6............  Longitudinal           5 lb (2.2                           series of snapshot
                    Force/g).              daN) or 10%                           Record results up to
                                           pitch controller                              approximately
                                           force..                                       30[deg] of bank for
                                          Alternative method:                            approach and landing
                                           1[deg] or 10%                           up to approximately
                                           change of elevator.                           45[deg] of bank for
                                                                                         the cruise
                                                                                         configuration. The
                                                                                         force tolerance is
                                                                                         not applicable if
                                                                                         forces are generated
                                                                                         solely by the use of
                                                                                         airplane hardware in
                                                                                         the full flight
                                                                                         simulator.
                                                                                        The alternative
                                                                                         method applies to
                                                                                         airplanes that do
                                                                                         not exhibit ``stick-
                                                                                         force-per-g''
                                                                                         characteristics..
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 64]]

 
2.c.7............  Longitudinal.........  5 lb (2.2                           and 2 speeds below
                                           daN) or 10%                           series of snapshot
                                           pitch controller                              test results. The
                                           force..                                       force tolerance is
                                          Alternative method:                            not applicable if
                                           1[deg] or 10%                           airplane hardware in
                                           change of elevator..                          the full flight
                                                                                         simulator.
                                                                                        The alternative
                                                                                         method applies to
                                                                                         airplanes that do
                                                                                         not exhibit speed
                                                                                         stability
                                                                                         characteristics..
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 65]]

 
2.c.8............  Stall Characteristics  3 kt airspeed for   and Approach or        must be entered with
                                           initial buffet,        Landing.               thrust at or near
                                           stall warning, and                            idle power and wings
                                           stall speeds.                                 level (1g). Record
                                           Additionally, for                             the stall warning
                                           those simulators                              signal and initial
                                           with reversible                               buffet, if
                                           flight control                                applicable. Time
                                           systems: 10%                           recorded for full
                                           or 5 lb (2.2                              of recovery. The
                                           daN)) Stick/Column                            stall warning signal
                                           force (prior to ``g                           must occur in the
                                           break'' only).                                proper relation to
                                                                                         buffet/stall. Full
                                                                                         flight simulators of
                                                                                         airplanes exhibiting
                                                                                         a sudden pitch
                                                                                         attitude change or
                                                                                         ``g break'' must
                                                                                         demonstrate this
                                                                                         characteristic.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 66]]

 
2.c.9............  Phugoid Dynamics.....  10% period, 10%                           the following: Three
                                           of time to \1/2\ or                           full cycles (six
                                           double amplitude or                           overshoots after the
                                           .02 of damping                             or the number of
                                           ratio.                                        cycles sufficient to
                                                                                         determine time to \1/
                                                                                         2\ or double
                                                                                         amplitude.
                                                                                        CCA: Test in Non-
                                                                                         normal and non-
                                                                                         normal control
                                                                                         states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.10...........  Short Period Dynamics  1.5[deg] pitch                             and Non-normal
                                           angle or 2[de
                                           g]/sec pitch rate,
                                           0.10g
                                           acceleration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.11...........  (Reserved)             .....................  .....................  .....................  ...  ...  ...  ...  .....................
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d                Lateral Directional Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   Power setting is that required for level flight unless otherwise specified
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   Power setting is that required for level flight unless otherwise specified
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 67]]

 
2.d.1............  Minimum Control        3 kt airspeed.      (whichever is most     be used on the                             Inoperative Handling
                    Vmcl), per                                    critical in the        operating engine(s).                       may be governed by a
                    Applicable                                    airplane).             A time history or a                        performance or
                    Airworthiness                                                        series of snapshot                         control limit that
                    Standard or Low                                                      tests may be used.                         prevents
                    Speed Engine                                                         CCA: Test in Normal                        demonstration of
                    Inoperative Handling                                                 and Non-normal                             Vmca in the
                    Characteristics in                                                   control states.                            conventional manner.
                    the Air.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.2............  Roll Response (Rate).  10% or 2[de                          controller
                                           g]/sec roll rate.                             deflection (about
                                           Additionally, for                             one-third of maximum
                                           those simulators of                           roll controller
                                           airplanes with                                travel). May be
                                           reversible flight                             combined with step
                                           control systems:                              input of flight deck
                                           10% or 3lb
                                           (1.3 daN) wheel
                                           force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3............  Roll Response to       10% or 2[de                          through 10 seconds                         control input using
                    Input.                 g] bank angle.                                after control is                           approximately one-
                                                                                         returned to neutral                        third of the roll
                                                                                         and released. May be                       controller travel.
                                                                                         combined with roll                         When reaching
                                                                                         response (rate) test                       approximately
                                                                                         (2.d.2).                                   20[deg] to 30[deg]
                                                                                        CCA: Test in Normal                         of bank, abruptly
                                                                                         and Non-normal                             return the roll
                                                                                         control states..                           controller to
                                                                                                                                    neutral and allow
                                                                                                                                    approximately 10
                                                                                                                                    seconds of airplane
                                                                                                                                    free response.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 68]]

 
2.d.4............  Spiral Stability.....  Correct trend and      Cruise...............  Record results for      X    X    X    X   .....................
                                           2[deg] or 10%                           averaged from
                                           bank angle in 20                              multiple tests may
                                           seconds.                                      be used.
                                          Alternate test                                As an alternate test,
                                           requires correct                              demonstrate the
                                           trend and 2[de                          required to maintain
                                           g] aileron..                                  a steady turn with a
                                                                                         bank angle of
                                                                                         approximately
                                                                                         30[deg].
                                                                                        CCA: Test in Normal
                                                                                         and Non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.5............  Engine Inoperative     1[deg] rudder       and Approach or        snapshot tests.                            performed in a
                                           angle or 1[de                                                                     that for which a
                                           g] tab angle or                                                                          pilot is trained to
                                           equivalent pedal,                                                                        trim an engine
                                           2[deg] sideslip                                                                       Second segment climb
                                           angle.                                                                                   test should be at
                                                                                                                                    takeoff thrust.
                                                                                                                                    Approach or landing
                                                                                                                                    test should be at
                                                                                                                                    thrust for level
                                                                                                                                    flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 69]]

 
2.d.6............  Rudder Response......  2[deg]/sec or                              stability
                                           10% yaw rate.                              ON and OFF. A rudder
                                                                                         step input of 20%-
                                                                                         30% rudder pedal
                                                                                         throw is used.
                                                                                        CCA: Test in Normal
                                                                                         and Non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.7............  Dutch Roll (Yaw        0.5 sec or 10%                           cycles with
                                           of period, 10%                           augmentation OFF.
                                           of time to \1/2\ or                          CCA: Test in Normal
                                           double amplitude or                           and Non-normal
                                           .02 of damping
                                           ratio. 20%
                                           or 1 sec of time
                                           difference between
                                           peaks of bank and
                                           sideslip.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.8............  Steady State Sideslip  For given rudder       Approach or Landing..  May be a series of      X    X    X    X   .....................
                                           position, 2[de                          results using at
                                           g] bank angle, 1[de                          positions. Propeller
                                           g] sideslip angle,                            driven airplanes
                                           10% or 2[de
                                           g] aileron, 10%
                                           or 5[deg]
                                           spoiler or
                                           equivalent roll,
                                           controller position
                                           or force.
                                           Additionally, for
                                           those simulators of
                                           airplanes with
                                           reversible flight
                                           control systems:
                                           10% or 3 lb
                                           (1.3 daN) wheel
                                           force 10% or 5 lb
                                           (2.2 daN) rudder
                                           pedal force.
2.e..............  Landings
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 70]]

 
2.e.1............  Normal Landing.......  3 kt airspeed,                             minimum of 200 ft                          conducted with two
                                           1.5[deg] pitch                             wheel touchdown..                          settings (if
                                           angle, 1.5[                          and Non-normal                             should be at or near
                                           deg] angle of                                 control states.                            maximum certificated
                                           attack, 10%                                                                      other should be at
                                           or 10 ft (3 m)                                                                       landing weight.
                                           height.
                                           Additionally, for
                                           those simulators of
                                           airplanes with
                                           reversible flight
                                           control systems:
                                           10% or 5
                                           lbs (2.2 daN)
                                           stick/column force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.2............  Miminum Flap Landing.  3 kt airspeed,      Landing Flap           minimum of 200 ft
                                           1.5[deg] pitch                             nosewheel touchdown
                                           angle, 1.5[                          near Maximum Landing
                                           deg] angle of                                 Weight.
                                           attack, 10%
                                           or 10 ft (3 m)
                                           height.
                                           Additionally, for
                                           those simulators of
                                           airplanes with
                                           reversible flight
                                           control systems:
                                           10% or 5
                                           lbs (2.2 daN) stick/
                                           column force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.3............  Crosswind Landing....  3 kt airspeed,                             minimum of 200 ft                          include information
                                           1.5[deg] pitch                             nosewheel touchdown,                       a crosswind
                                           angle, 1.5[                          main landing gear                          the maximum
                                           deg] angle of                                 touchdown speed.                           described in the AFM
                                           attack, 10%                                                                      (10m) above the
                                           or 10 ft (3 m)
                                           height 2[de
                                           g] bank angle, 2[de
                                           g] sideslip angle,
                                           3[deg] heading
                                           angle. Additionally,
                                           for those simulators
                                           of airplanes with
                                           reversible flight
                                           control systems:
                                           10% or 3
                                           lbs (1.3 daN) wheel
                                           force 10% or 5 lb
                                           (2.2 daN) rudder
                                           pedal force.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 71]]

 
2.e.4............  One Engine             3 kt airspeed,                             minimum of 200 ft
                                           1.5[deg] pitch                             nosewheel touchdown,
                                           angle, 1.5[                          main landing gear
                                           deg] angle of                                 touchdown speed or
                                           attack, 10%
                                           height or 10
                                           ft (3 m); 2[de
                                           g] bank angle, 2[de
                                           g] sideslip angle,
                                           3[deg] heading.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.5............  Autopilot landing (if  5 ft (1.5m) flare                          rollout guidance,                          flare
                                           height, 0.5                           deviation from
                                           sec Tf, 140 ft/min (.7                          decrease in main
                                           m/sec) rate of                                landing gear
                                           descent at touch-                             touchdown speed or
                                           down. 10                          less. Time of
                                           ft (3 m) lateral                              autopilot flare mode
                                           deviation during                              engage and main gear
                                           rollout.                                      touchdown must be
                                                                                         noted.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.6............  All engines            3 kt airspeed,                             operating, Go Around
                    autopilot, go around.  1.5[deg] pitch                             engaged (if
                                           angle, 1.5[                          medium landing
                                           deg] angle of attack.                         weight.
                                                                                        CCA: Test in Normal
                                                                                         and Non-normal
                                                                                         control states.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 72]]

 
2.e.7............  One engine             3 kt airspeed,                             inoperative go
                    around.                1.5[deg] pitch                             at near maximum
                                           angle, 1.5[                          weight with the
                                           deg] angle of                                 critical engine
                                           attack, 2[de                          manual controls. If
                                           g] bank angle, 2[de                          additional engine
                                           g] slideslip angle.                           inoperative go
                                                                                         around test must be
                                                                                         accomplished with
                                                                                         the autopilot
                                                                                         engaged.
                                                                                        CCA: Test in Normal
                                                                                         and Non-normal
                                                                                         control states.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.8............  Directional control    2[deg]/sec yaw                             starting from a
                    effectiveness) with    rate, 5 kts                                  touchdown speed to
                    thrust.                airspeed.                                     the minimum thrust
                                                                                         reverser operation
                                                                                         speed. With full
                                                                                         reverse thrust,
                                                                                         apply yaw control in
                                                                                         both directions
                                                                                         until reaching
                                                                                         minimum thrust
                                                                                         reverser operation
                                                                                         speed.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 73]]

 
2.e.9............  Directional control    5 kt airspeed,                             yaw control with
                    effectiveness) with    3[deg] heading                             on the operating
                    thrust.                angle.                                        engine(s). Record
                                                                                         results starting
                                                                                         from a speed
                                                                                         approximating
                                                                                         touchdown speed to a
                                                                                         speed at which
                                                                                         control of yaw
                                                                                         cannot be maintained
                                                                                         or until reaching
                                                                                         minimum thrust
                                                                                         reverser operation
                                                                                         speed, whichever is
                                                                                         higher. The
                                                                                         tolerance applies to
                                                                                         the low speed end of
                                                                                         the data recording.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.f..............  Ground Effect........
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   Test to demonstrate    1[deg] elevator                            model must be                              Ground Effect, in
                                           or stabilizer angle,                          validated by the                           this attachment for
                                           5% net thrust or                           rationale must be                          information.
                                           equivalent, 1[de                          selecting the
                                           g] angle of attack,                           particular test.
                                           10% height or
                                           5 ft (1.5 m),
                                           3 kt airspeed,
                                           1[deg] pitch
                                           angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.g..............  Windshear
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 74]]

 
                   Four tests, two        See Attachment 5.....  Takeoff and Landing..  Requires windshear     ...  ...   X    X   See Attachment 5 for
                    takeoff and two                                                      models that provide                        information related
                    landing, with one of                                                 training in the                            to Level A and B
                    each conducted in                                                    specific skills                            simulators.
                    still air and the                                                    needed to recognize
                    other with windshear                                                 windshear phenomena
                    active to                                                            and to execute
                    demonstrate                                                          recovery procedures.
                    windshear models.                                                    See Attachment 5 for
                                                                                         tests, tolerances,
                                                                                         and procedures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h..............  Flight Maneuver and Envelope Protection Functions
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   The requirements of tests h(1) through (6) of this attachment are applicable to computer
                    controlled airplanes only. Time history results are required for simulator response to
                    control inputs during entry into envelope protection limits including both normal and
                    degraded control states if the function is different. See thrust as required to reach the
                    envelope protection function
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.1............  Overspeed............  5 kt airspeed.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.2............  Minimum Speed........  3 kt airspeed.      Approach or Landing.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.3............  Load Factor..........  0.1g normal load
                                           factor.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.4............  Pitch Angle..........  1.5[deg] pitch
                                           angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.5............  Bank Angle...........  2[deg] or 10%
                                           bank angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 75]]

 
2.h.6............  Angle of Attack......  1.5[deg] angle of   and Approach or
                                           attack.                Landing.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3. Motion System
3.a..............  Frequency response...
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          Based on Simulator     N/A..................  The test must           X    X    X    X   This test is not
                                           Capability.                                   demonstrate                                required as part of
                                                                                         frequency response                         continuing
                                                                                         of the motion system.                      qualification
                                                                                                                                    evaluations, and
                                                                                                                                    should be part of
                                                                                                                                    the MQTG.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.b..............  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.c..............  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.d..............  Motion system repeatability
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          0.05g actual                               required and must be
                                           platform linear                               made part of the
                                           acceleration.                                 MQTG. The assessment
                                                                                         procedures must be
                                                                                         designed to ensure
                                                                                         that the motion
                                                                                         system hardware and
                                                                                         software (in normal
                                                                                         flight simulator
                                                                                         operating mode)
                                                                                         continue to perform
                                                                                         as originally
                                                                                         qualified.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e..............  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f..............  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
4. Visual System

[[Page 76]]

 
4.a..............  Visual System Response Time: Relative responses of the motion system, visual system, and    ...  ...  ...  ...  See paragraph 14 of
                    cockpit instruments must be coupled closely to provide integrated sensory cues. Visual                          this attachment for
                    change may start before motion response, but motion acceleration must be initiated before                       additional
                    completion of the visual scan of the first video field containing different information                         information.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.1............  Latency
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 77]]

 
                   These systems must     The response must not  N/A..................  Simultaneously          X    X   ...  ...  The intent is to
                    respond to abrupt      be prior to that                              record: 1) the                             verify that the
                    input at the pilot's   time when the                                 output from the                            simulator provides
                    position.              airplane responds                             pilot's                                    instrument, motion,
                                           and may respond 300                           controller(s); 2)                          and visual cues that
                                           ms (or less) after                            the output from an                         are, within the
                                           the airplane                                  accelerometer                              stated time delays,
                                           responds under the                            attached to the                            like the airplane
                                           same conditions.                              motion system                              responses. For
                                                                                         platform located at                        airplane response,
                                                                                         an acceptable                              acceleration in the
                                                                                         location near the                          appropriate,
                                                                                         pilots' seats; 3)                          corresponding
                                                                                         the output signal to                       rotational axis is
                                                                                         the visual system                          preferred. Simulator
                                                                                         display (including                         Latency is measured
                                                                                         visual system analog                       from the start of a
                                                                                         delays); and 4) the                        control input to the
                                                                                         output signal to the                       appropriate
                                                                                         pilot's attitude                           perceivable change
                                                                                         indicator or an                            in flight instrument
                                                                                         equivalent test                            indication; visual
                                                                                         approved by the                            system response; or
                                                                                         Administrator.                             motion system
                                                                                                                                    response (this does
                                                                                                                                    not include airplane
                                                                                                                                    response time as per
                                                                                                                                    the manufacturer's
                                                                                                                                    data).
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 78]]

 
                                          The response must not  N/A..................  Simultaneously         ...  ...   X    X   The transport delay
                                           be prior to that                              record: 1) the                             is the time between
                                           time when the                                 output from the                            the control input
                                           airplane responds                             pilot's                                    and the individual
                                           and may respond 150                           controller(s); 2)                          hardware (i.e.,
                                           ms (or less) after                            the output from an                         instruments, motion
                                           the airplane                                  accelerometer                              system, visual
                                           responds under the                            attached to the                            system) responses.
                                           same conditions.                              motion system                              If Transport Delay
                                                                                         platform located at                        is the chosen method
                                                                                         an acceptable                              to demonstrate
                                                                                         location near the                          relative responses,
                                                                                         pilots' seats; 3)                          it is expected that,
                                                                                         the output signal to                       when reviewing those
                                                                                         the visual system                          existing tests where
                                                                                         display (including                         latency can be
                                                                                         visual system analog                       identified (e.g.,
                                                                                         delays); and 4) the                        short period, roll
                                                                                         output signal to the                       response, rudder
                                                                                         pilot's attitude                           response) the
                                                                                         indicator or an                            sponsor and the NSPM
                                                                                         equivalent test                            will apply
                                                                                         approved by the                            additional scrutiny
                                                                                         Administrator.                             to ensure proper
                                                                                                                                    simulator response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.2............  Transport Delay
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 79]]

 
                   As an alternative to the Latency requirement a transport delay       A recordable start     ...  ...  ...  ...  The transport delay
                    objective test may be used to demonstrate that the simulator         time for the test                          is the time between
                    system does not exceed the specified limit. The sponsor must         must be provided                           the control input
                    measure all the delay encountered by a step signal migrating from    with the pilot                             and the individual
                    the pilot's control through the control loading electronics and      flight control                             hardware (i.e.,
                    interfacing through all the simulation software modules in the       input. The migration                       instruments, motion
                    correct order, using a handshaking protocol, finally through the     of the signal must                         system, visual
                    normal output interfaces to the instrument displays, the motion      permit normal                              system) responses.
                    system, and the visual system                                        computation time to                        If Transport Delay
                   An SOC is required.                                                   be consumed and must                       is the chosen method
                                                                                         not alter the flow                         to demonstrate
                                                                                         of information                             relative responses,
                                                                                         through the hardware/                      it is expected that,
                                                                                         software system.                           when reviewing those
                                                                                                                                    existing tests where
                                                                                                                                    latency can be
                                                                                                                                    identified (e.g.,
                                                                                                                                    short period, roll
                                                                                                                                    response, rudder
                                                                                                                                    response) the
                                                                                                                                    sponsor and the NSPM
                                                                                                                                    will apply
                                                                                                                                    additional scrutiny
                                                                                                                                    to ensure proper
                                                                                                                                    simulator response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          The response must not  N/A..................  .....................   X    X
                                           be prior to that
                                           time when the
                                           airplane responds
                                           and may respond 300
                                           ms (or less) after
                                           controller movement.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          The response must not  N/A..................  .....................  ...  ...   X    X
                                           be prior to that
                                           time when the
                                           airplane responds
                                           and may respond 150
                                           ms (or less) after
                                           controller movement.

[[Page 80]]

 
                   .....................  The response must not  N/A..................  .....................  ...  ...   X    X   response, rudder
                                           be prior to that                                                                         response) the
                                           time when the                                                                            sponsor and the NSPM
                                           airplane responds                                                                        will apply
                                           and may respond 150                                                                      additional scrutiny
                                           ms (or less) after                                                                       to ensure proper
                                           controller movement.                                                                     simulator response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b..............  Field of View
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.1............  Continuous collimated  Minimum continuous     N/A..................  Required as part of     X    X   ...  ...  A vertical field of
                    visual field of view.  collimated field of                           MQTG but not                               view of 30[deg] may
                                           view providing                                required as part of                        be insufficient to
                                           45[deg] horizontal                            continuing                                 meet visual ground
                                           and 30[deg] vertical                          evaluations.                               segment
                                           field of view for                                                                        requirements.
                                           each pilot seat.
                                           Both pilot seat
                                           visual systems must
                                           be operable
                                           simultaneously.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.2............  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.3............  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.c..............  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.d..............  Surface contrast ratio
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 81]]

 
                                          Not less than 5:1....  N/A..................  The ratio is           ...  ...   X    X   Measurements should
                                                                                         calculated by                              be made using a
                                                                                         dividing the                               1[deg] spot
                                                                                         brightness level of                        photometer and a
                                                                                         the center, bright                         raster drawn test
                                                                                         square (providing at                       pattern filling the
                                                                                         least 2 foot-                              entire visual scene
                                                                                         lamberts or 7 cd/                          (all channels) with
                                                                                         m\2\) by the                               a test pattern of
                                                                                         brightness level of                        black and white
                                                                                         any adjacent dark                          squares, 5[deg] per
                                                                                         square. This                               square, with a white
                                                                                         requirement is                             square in the center
                                                                                         applicable to any                          of each channel.
                                                                                         level of simulator                         During contrast
                                                                                         equipped with a                            ratio testing,
                                                                                         daylight visual                            simulator aft-cab
                                                                                         system.                                    and flight deck
                                                                                                                                    ambient light levels
                                                                                                                                    should be zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.e..............  Highlight brightness
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 82]]

 
                                          Not less than six (6)  N/A..................  Measure the            ...  ...   X    X   Measurements should
                                           foot-lamberts (20 cd/                         brightness of a                            be made using a
                                           m\2\).                                        white square while                         1[deg] spot
                                                                                         superimposing a                            photometer and a
                                                                                         highlight on that                          raster drawn test
                                                                                         white square. The                          pattern filling the
                                                                                         use of calligraphic                        entire visual scene
                                                                                         capabilities to                            (all channels) with
                                                                                         enhance the raster                         a test pattern of
                                                                                         brightness is                              black and white
                                                                                         acceptable; however,                       squares, 5[deg] per
                                                                                         measuring                                  square, with a white
                                                                                         lightpoints is not                         square in the center
                                                                                         acceptable. This                           of each channel.
                                                                                         requirement is
                                                                                         applicable to any
                                                                                         level of simulator
                                                                                         equipped with a
                                                                                         daylight visual
                                                                                         system.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.f..............  Surface resolution
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 83]]

 
                                          Not greater than       N/A..................  An SOC is required     ...  ...   X    X   The eye will subtend
                                           three (3) arc                                 and must include the                       two arc minutes when
                                           minutes.                                      relevant                                   positioned on a
                                                                                         calculations and an                        3[deg] glide slope,
                                                                                         explanation of those                       6,876 ft slant range
                                                                                         calculations. This                         from the centrally
                                                                                         requirement is                             located threshold of
                                                                                         applicable to any                          a black runway
                                                                                         level of simulator                         surface painted with
                                                                                         equipped with a                            white threshold bars
                                                                                         daylight visual                            that are 16 ft wide
                                                                                         system.                                    with 4-foot gaps
                                                                                                                                    between the bars.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.g..............  Light point size
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   .....................  Not greater than six   N/A..................  An SOC is required     ...  ...   X    X   Light point size
                                           (6) arc-minutes.                              and must include the                       should be measured
                                                                                         relevant                                   using a test pattern
                                                                                         calculations and an                        consisting of a
                                                                                         explanation of those                       centrally located
                                                                                         calculations. This                         single row of light
                                                                                         requirement is                             points reduced in
                                                                                         applicable to any                          length until
                                                                                         level of simulator                         modulation is just
                                                                                         equipped with a                            discernible in each
                                                                                         daylight visual                            visual channel. A
                                                                                         system.                                    row of 48 lights
                                                                                                                                    will form a 4[deg]
                                                                                                                                    angle or less.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.h..............  Light point contrast ratio
4.h.1............  (Reserved)

[[Page 84]]

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

[[Page 85]]

 
                                          The QTG must contain   .....................  The simulator must be   X    X    X    X   Pre-position for this
                                           appropriate                                   verified for visual                        test is encouraged
                                           calculations and a                            ground segment and                         but may be achieved
                                           drawing showing the                           visual scene content                       via manual or
                                           pertinent data used                           for the airplane in                        autopilot control to
                                           to establish the                              landing                                    the desired
                                           airplane location                             configuration and a                        position.
                                           and the segment of                            main wheel height of
                                           the ground that is                            100 ft (30m) above
                                           visible considering                           the touchdown zone,
                                           design eyepoint, the                          on glide slope with
                                           airplane attitude,                            an RVR value set at
                                           cockpit cut-off                               1,200 ft (350m).
                                           angle, and a
                                           visibility of 1200
                                           ft (350 m) RVR.
                                           Simulator
                                           performance must be
                                           measured against the
                                           QTG calculations.
                                           Sponsors must
                                           provide this data
                                           for each simulator
                                           (regardless of
                                           previous
                                           qualification
                                           standards) to
                                           qualify the
                                           simulator for all
                                           instrument
                                           approaches. The data
                                           submitted must
                                           include at least the
                                           following:.
                                          (1) Static airplane
                                           dimensions as
                                           follows:
                                          (i) Horizontal and
                                           vertical distance
                                           from main landing
                                           gear (MLG) to
                                           glideslope reception
                                           antenna.
                                          (ii) Horizontal and
                                           vertical distance
                                           from MLG to pilot's
                                           eyepoint.
                                          (iii) Static cockpit
                                           cutoff angle.
                                          (2) Approach data as
                                           follows:
                                          (i) Identification of
                                           runway.
                                          (ii) Horizontal
                                           distance from runway
                                           threshold to
                                           glideslope intercept
                                           with runway.
                                          (iii) Glideslope
                                           angle.
                   .....................  (iv) Airplane pitch
                                           angle on approach.
                                          (3) Airplane data for
                                           manual testing:
                                          (i) Gross weight.

[[Page 86]]

 
                                          (ii) airplane
                                           configuration.
                                          (iii) Approach
                                           airspeed.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5. (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------


[[Page 87]]

________________________________________________________________________

                            Begin Information

                               2. General

    a. If relevant winds are present in the objective data, the wind 
vector should be clearly noted as part of the data presentation, 
expressed in conventional terminology, and related to the runway being 
used for test near the ground.
    b. The reader is encouraged to review the Airplane Flight Simulator 
Evaluation Handbook, Volumes I and II, published by the Royal 
Aeronautical Society, London, UK, and FAA Advisory Circulars (AC) 25-7, 
as may be amended, Flight Test Guide for Certification of Transport 
Category Airplanes, and (AC) 23-8, as may be amended, Flight Test Guide 
for Certification of Part 23 Airplanes, for references and examples 
regarding flight testing requirements and techniques.

                             End Information

________________________________________________________________________

                            Begin Information

                           3. Control Dynamics

    a. General. The characteristics of an airplane flight control system 
have a major effect on handling qualities. A significant consideration 
in pilot acceptability of an airplane is the ``feel'' provided through 
the flight controls. Considerable effort is expended on airplane feel 
system design so that pilots will be comfortable and will consider the 
airplane desirable to fly. In order for a FFS to be representative, it 
should ``feel'' like the airplane being simulated. Compliance with this 
requirement is determined by comparing a recording of the control feel 
dynamics of the FFS to actual airplane measurements in the takeoff, 
cruise and landing configurations.
    (1) Recordings such as free response to an impulse or step function 
are classically used to estimate the dynamic properties of 
electromechanical systems. In any case, it is only possible to estimate 
the dynamic properties as a result of only being able to estimate true 
inputs and responses. Therefore, it is imperative that the best possible 
data be collected since close matching of the FFS control loading system 
to the airplane system is essential. The required dynamic control tests 
are described in Table A2A of this attachment.
    (2) For initial and upgrade evaluations, the QPS requires that 
control dynamics characteristics be measured and recorded directly from 
the flight controls (Handling Qualities--Table A2A). This procedure is 
usually accomplished by measuring the free response of the controls 
using a step or impulse input to excite the system. The procedure should 
be accomplished in the takeoff, cruise and landing flight conditions and 
configurations.
    (3) For airplanes with irreversible control systems, measurements 
may be obtained on the ground if proper pitot-static inputs are provided 
to represent airspeeds typical of those encountered in flight. Likewise, 
it may be shown that for some airplanes, takeoff, cruise, and landing 
configurations have like effects. Thus, one may suffice for another. In 
either case, engineering validation or airplane manufacturer rationale 
should be submitted as justification for ground tests or for eliminating 
a configuration. For FFSs requiring static and dynamic tests at the 
controls, special test fixtures will not be required during initial and 
upgrade evaluations if the QTG shows both test fixture results and the 
results of an alternate approach (e.g., computer plots that were 
produced concurrently and show satisfactory agreement). Repeat of the 
alternate method during the initial evaluation would satisfy this test 
requirement.
    b. Control Dynamics Evaluation. The dynamic properties of control 
systems are often stated in terms of frequency, damping and a number of 
other classical measurements. In order to establish a consistent means 
of validating test results for FFS control loading, criteria are needed 
that will clearly define the measurement interpretation and the applied 
tolerances. Criteria are needed for underdamped, critically damped and 
overdamped systems. In the case of an underdamped system with very light 
damping, the system may be quantified in terms of frequency and damping. 
In critically damped or overdamped systems, the frequency and damping 
are not readily measured from a response time history. Therefore, the 
following suggested measurements may be used:
    (1) For Level C and D simulators. Tests to verify that control feel 
dynamics represent the airplane should show that the dynamic damping 
cycles (free response of the controls) match those of the airplane 
within specified tolerances. The NSPM recognizes that several different 
testing methods may be used to verify the control feel dynamic response. 
The NSPM will consider the merits of testing methods based on 
reliability and consistency. One acceptable method of evaluating the 
response and the tolerance to be applied is described below for the 
underdamped and critically damped cases. A sponsor using this method to 
comply with the QPS requirements should perform the tests as follows:
    (a) Underdamped response. Two measurements are required for the 
period, the time to first zero crossing (in case a rate limit is 
present) and the subsequent frequency of oscillation. It is necessary to 
measure cycles on an individual basis in case there are non-uniform 
periods in the response. Each period

[[Page 88]]

will be independently compared to the respective period of the airplane 
control system and, consequently, will enjoy the full tolerance 
specified for that period. The damping tolerance will be applied to 
overshoots on an individual basis. Care should be taken when applying 
the tolerance to small overshoots since the significance of such 
overshoots becomes questionable. Only those overshoots larger than 5 per 
cent of the total initial displacement should be considered. The 
residual band, labeled T(Ad) on Figure A2A is 5 percent of the initial displacement amplitude 
Ad from the steady state value of the oscillation. Only 
oscillations outside the residual band are considered significant. When 
comparing FFS data to airplane data, the process should begin by 
overlaying or aligning the FFS and airplane steady state values and then 
comparing amplitudes of oscillation peaks, the time of the first zero 
crossing and individual periods of oscillation. The FFS should show the 
same number of significant overshoots to within one when compared 
against the airplane data. The procedure for evaluating the response is 
illustrated in Figure A2A.
    (b) Critically damped and overdamped response. Due to the nature of 
critically damped and overdamped responses (no overshoots), the time to 
reach 90 percent of the steady state (neutral point) value should be the 
same as the airplane within 10 percent. Figure A2B 
illustrates the procedure.
    (c) Special considerations. Control systems that exhibit 
characteristics other than classical overdamped or underdamped responses 
should meet specified tolerances. In addition, special consideration 
should be given to ensure that significant trends are maintained.
    (2) Tolerances.
    (a) The following table summarizes the tolerances, T, for 
underdamped systems, and ``n'' is the sequential period of a full cycle 
of oscillation. See Figure A2A of this attachment for an illustration of 
the referenced measurements.

T(P0) 10% of P0
T(P1) 20% of P1
T(P2) 30% of P2
T(Pn) 10(n+1)% of Pn
T(An) 10% of A1
T(Ad) 5% of Ad = residual 
band
Significant overshoots First overshoot and 1 
subsequent overshoots
    (b) The following tolerance applies to critically damped and 
overdamped systems only. See Figure A2B for an illustration of the 
reference measurements:

T(P0) 10% of P0

    c. Alternate method for Control Dynamics Evaluation. Another 
acceptable method of evaluating the response and the tolerance to be 
applied for airplanes with hydraulically powered flight controls and 
artificial feel systems is described below. Instead of free response 
measurements, the system is validated by measurements of control force 
and rate of movement. A sponsor using this alternate method to comply 
with the QPS requirements should perform the tests as follows:
    (1) For each axis of pitch, roll and yaw, the control should be 
forced to its maximum extreme position for the following distinct rates. 
These tests would be conducted at typical taxi, takeoff, cruise and 
landing conditions.
    (a) Static test. Slowly move the control such that approximately 100 
seconds are required to achieve a full sweep. A full sweep is defined as 
movement of the controller from neutral to the stop (usually aft or 
right stop), then to the opposite stop, then to the neutral position.
    (b) Slow dynamic test. Achieve a full sweep in approximately 10 
seconds.
    (c) Fast dynamic test. Achieve a full sweep in approximately 4 
seconds.
    (Note: Dynamic sweeps may be limited to forces not exceeding 100 lb 
(44.5 daN).
    (2) Tolerances.
    (a) Static test. Same as tests 2.a.1., 2.a.2., and 2.a.3. in Table 
A2A in this attachment.
    (b) Dynamic test. 2 lb (0.9 daN)or 10 per cent on dynamic 
increment above static test.
    (c) The NSPM are open to alternative means such as the one described 
above. Such alternatives, however, would have to be justified and 
appropriate to the application. For example, the method described here 
may not apply to all manufacturers' systems and certainly not to 
airplanes with reversible control systems. Hence, each case shall be 
considered on its own merit on an ad hoc basis. If the NSPM finds that 
alternative methods do not result in satisfactory performance, then more 
conventionally accepted methods must be used.

                             End Information

________________________________________________________________________

[[Page 89]]

[GRAPHIC] [TIFF OMITTED] TR30OC06.000

[GRAPHIC] [TIFF OMITTED] TR30OC06.001


[[Page 90]]


________________________________________________________________________

                            Begin Information

                            4. Ground Effect

    a. For an FFS to be used for take-off and landing (not applicable to 
Level A simulators in that the landing maneuver may not be credited in a 
Level A simulator) it should reproduce the aerodynamic changes that 
occur in ground effect. The parameters chosen for FFS validation should 
indicate these changes.
    (1) A dedicated test should be provided that will validate the 
aerodynamic ground effect characteristics.
    (2) The organization performing the flight tests may select 
appropriate test methods and procedures to validate ground effect. 
However, the flight tests should be performed with enough duration near 
the ground to sufficiently validate the ground-effect model.
    b. The NSPM will consider the merits of testing methods based on 
reliability and consistency. Acceptable methods of validating ground 
effect are described below. If other methods are proposed, rationale 
should be provided to conclude that the tests performed validate the 
ground-effect model. A sponsor using the methods described below to 
comply with the QPS requirements should perform the tests as follows:
    (1) Level fly-bys. The level fly-bys should be conducted at a 
minimum of three altitudes within the ground effect, including one at no 
more than 10% of the wingspan above the ground, one each at 
approximately 30% and 50% of the wingspan where height refers to main 
gear tire above the ground. In addition, one level-flight trim condition 
should be conducted out of ground effect (e.g., at 150% of wingspan).
    (2) Shallow approach landing. The shallow approach landing should be 
performed at a glide slope of approximately one degree with negligible 
pilot activity until flare.
    c. The lateral-directional characteristics are also altered by 
ground effect. For example, because of changes in lift, roll damping is 
affected. The change in roll damping will affect other dynamic modes 
usually evaluated for FFS validation. In fact, Dutch roll dynamics, 
spiral stability, and roll-rate for a given lateral control input are 
altered by ground effect. Steady heading sideslips will also be 
affected. These effects should be accounted for in the FFS modeling. 
Several tests such as crosswind landing, one engine inoperative landing, 
and engine failure on take-off serve to validate lateral-directional 
ground effect since portions of these tests are accomplished as the 
aircraft is descending through heights above the runway at which ground 
effect is an important factor.

                              5. [Reserved]

                              6. [Reserved]

                              7. [Reserved]

                              8. [Reserved]

                              9. [Reserved]

                             10. [Reserved]

                             11. [Reserved]

                             12. [Reserved]

                             13. [Reserved]

                             14. [Reserved]

                             15. [Reserved]

                             End Information

________________________________________________________________________

                            Begin Information

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

    a. In recent years, considerable progress has been made in the 
improvement of aerodynamic modeling techniques. Additionally, those who 
have demonstrated success in combining these modeling techniques with 
minimal flight testing have incorporated the use of highly mature flight 
controls models and have had extensive experience in comparing the 
output of their effort with actual flight test data.
    b. It has become standard practice for experienced simulator 
manufacturers to use modeling techniques to establish databases for new 
simulator configurations while awaiting the availability of actual 
flight test data. The data generated from the aerodynamic modeling 
techniques is then compared to the flight test data when it becomes 
available. The results of such comparisons have become increasingly 
consistent, indicating that these techniques, applied with the 
appropriate experience, are dependable and accurate for the development 
of aerodynamic models for use in Level A and Level B simulators.
    c. Based on this history of successful comparisons, the NSPM has 
concluded that those who are experienced in the development of 
aerodynamic models may use modeling techniques to alter the method for 
acquiring flight test data for Level A or Level B simulators.
    d. The information in Table A2E (Alternative Data Sources, 
Procedures, and Instrumentation) is presented to describe an acceptable 
alternative to data sources for simulator modeling and validation and an 
acceptable alternative to the procedures and

[[Page 91]]

instrumentation traditionally used to gather such modeling and 
validation data.
    (1) Alternative data sources that may be used for part or all of a 
data requirement are the Airplane Maintenance Manual, the Airplane 
Flight Manual (AFM), Airplane Design Data, the Type Inspection Report 
(TIR), Certification Data or acceptable supplemental flight test data.
    (2) The sponsor should coordinate with the NSPM prior to using 
alternative data sources in a flight test or data gathering effort.
    e. The NSPM position regarding the use of these alternative data 
sources, procedures, and instrumentation is based on the following 
presumptions:
    (1) Data gathered through the alternative means does not require 
angle of attack (AOA) measurements or control surface position 
measurements for any flight test. However, AOA can be sufficiently 
derived if the flight test program ensures the collection of acceptable 
level, unaccelerated, trimmed flight data. All of the simulator time 
history tests that begin in level, unaccelerated, and trimmed flight, 
including the three basic trim tests and ``fly-by'' trims, can be a 
successful validation of angle of attack by comparison with flight test 
pitch angle. (Note: Due to the criticality of angle of attack in the 
development of the ground effects model, particularly critical for 
normal landings and landings involving cross-control input applicable to 
Level B simulators, stable ``fly-by'' trim data will be the acceptable 
norm for normal and cross-control input landing objective data for these 
applications.)
    (2) The use of a rigorously defined and fully mature simulation 
controls system model that includes accurate gearing and cable stretch 
characteristics (where applicable), determined from actual aircraft 
measurements. Such a model does not require control surface position 
measurements in the flight test objective data in these limited 
applications.
    (3) The authorized uses of Level A and Level B simulators (as listed 
in the appropriate Commercial, Instrument, or Airline Transport Pilot 
and/or Type Rating Practical Test Standards) for ``initial,'' 
``transition,'' or ``upgrade'' training, still requires additional 
flight training and/or flight testing/checking in the airplane or in a 
Level C or Level D simulator.
    f. The sponsor is urged to contact the NSPM for clarification of any 
issue regarding airplanes with reversible control systems. Table A2E is 
not applicable to Computer Controlled Aircraft full flight simulators.
    g. Utilization of these alternate data sources, procedures, and 
instrumentation does not relieve the sponsor from compliance with the 
balance of the information contained in this document relative to Level 
A or Level B FFSs.
    h. The term ``inertial measurement system'' is used in the following 
table to include the use of a functional global positioning system 
(GPS).

                             End Information

________________________________________________________________________

                      Table A2E--Alternative Data Sources, Procedures, and Instrumentation
----------------------------------------------------------------------------------------------------------------
                                                   Information
-----------------------------------------------------------------------------------------------------------------
       Table of objective tests           Sim  level       Alternative data sources,
--------------------------------------------------------        procedures, and            Notes and reminders
   Test reference number and title        A        B            instrumentation
----------------------------------------------------------------------------------------------------------------
1.a.1. Performance. Taxi. Minimum           X        X   TIR, AFM, or Design data may
 Radius turn.                                             be used.
----------------------------------------------------------------------------------------------------------------
1.a.2. Performance. Taxi. Rate of      .......       X   Data may be acquired by using  A single procedure may
 Turn vs. Nosewheel Steering Angle.                       a constant tiller position,    not be adequate for all
                                                          measured with a protractor     airplane steering
                                                          or full rudder pedal           systems, therefore
                                                          application for steady state   appropriate measurement
                                                          turn, and synchronized video   procedures must be
                                                          of heading indicator. If       devised and proposed
                                                          less than full rudder pedal    for NSPM concurrence.
                                                          is used, pedal position must
                                                          be recorded.
----------------------------------------------------------------------------------------------------------------
1.b.1. Performance. Takeoff. Ground         X        X   Preliminary certification
 Acceleration Time and Distance.                          data may be used. Data may
                                                          be acquired by using a
                                                          stopwatch, calibrated
                                                          airspeed, and runway markers
                                                          during a takeoff with power
                                                          set before brake release.
                                                          Power settings may be hand
                                                          recorded. If an inertial
                                                          measurement system is
                                                          installed, speed and
                                                          distance may be derived from
                                                          acceleration measurements.
----------------------------------------------------------------------------------------------------------------

[[Page 92]]

 
1.b.2. Performance. Takeoff. Minimum        X        X   Data may be acquired by using  Rapid throttle
 Control Speed--ground (Vmcg) using                       an inertial measurement        reductions at speeds
 aerodynamic controls only (per                           system and a synchronized      near Vmcg may be used
 applicable airworthiness standard)                       video of: The calibrated       while recording
 or low speed, engine inoperative                         airplane instruments and the   appropriate parameters.
 ground control characteristics.                          force/position measurements    The nose wheel must be
                                                          of cockpit controls..          free to caster, or
                                                                                         equivalently freed of
                                                                                         sideforce generation.
----------------------------------------------------------------------------------------------------------------
1.b.3. Performance. Takeoff. Minimum        X        X   Data may be acquired by using
 Unstick Speed (Vmu) or equivalent                        an inertial measurement
 test to demonstrate early rotation                       system and a synchronized
 takeoff characteristics.                                 video of: The calibrated
                                                          airplane instruments and the
                                                          force/position measurements
                                                          of cockpit controls.
----------------------------------------------------------------------------------------------------------------
1.b.4. Performance. Takeoff. Normal         X        X   Data may be acquired by using
 Takeoff.                                                 an inertial measurement
                                                          system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments and the
                                                          force/position measurements
                                                          of cockpit controls. AOA can
                                                          be calculated from pitch
                                                          attitude and flight path.
----------------------------------------------------------------------------------------------------------------
1.b.5. Performance. Takeoff. Critical       X        X   Data may be acquired by using  Record airplane dynamic
 Engine Failure during Takeoff.                           an inertial measurement        response to engine
                                                          system and a synchronized      failure and control
                                                          video of: The calibrated       inputs required to
                                                          airplane instruments and the   correct flight path.
                                                          force/position measurements
                                                          of cockpit controls.
----------------------------------------------------------------------------------------------------------------
1.b.6. Performance. Takeoff.                X        X   Data may be acquired by using  The ``1:7 law'' to 100
 Crosswind Takeoff.                                       an inertial measurement        feet (30 meters) is an
                                                          system and a synchronized      acceptable wind
                                                          video of: The calibrated       profile.
                                                          airplane instruments and the
                                                          force/position measurements
                                                          of cockpit controls.
----------------------------------------------------------------------------------------------------------------
1.b.7. Performance. Takeoff. Rejected       X        X   Data may be acquired with a
 Takeoff.                                                 synchronized video of:
                                                          Calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and distance (e.g., runway
                                                          markers). A stopwatch is
                                                          required.
----------------------------------------------------------------------------------------------------------------
1.b.8. Dynamic Engine Failure After       N/A      N/A   Applicable only to Level C or
 Takeoff.                                                 Level D FSTDs.
----------------------------------------------------------------------------------------------------------------
1.c.1. Performance. Climb. Normal           X        X   Data may be acquired with a
 Climb all engines operating..                            synchronized video of:
                                                          Calibrated airplane
                                                          instruments and engine power
                                                          throughout the climb range.
----------------------------------------------------------------------------------------------------------------
1.c.2. Performance. Climb. One engine       X        X   Data may be acquired with a
 Inoperative Climb.                                       synchronized video of:
                                                          Calibrated airplane
                                                          instruments and engine power
                                                          throughout the climb range.
----------------------------------------------------------------------------------------------------------------
1.c.3. One Engine Inoperative--           N/A      N/A   Applicable only to Level C or
 Enroute Climb.                                           Level D FSTDs.
----------------------------------------------------------------------------------------------------------------
1.c.4. Performance. Climb. One Engine       X        X   Data may be acquired with a
 Inoperative Approach Climb (if                           synchronized video of
 approved AFM requires specific                           calibrated airplane
 performance in icing conditions).                        instruments and engine power
                                                          throughout the climb range.
----------------------------------------------------------------------------------------------------------------

[[Page 93]]

 
1.d.1. Cruise/Descent. Level flight         X        X   Data may be acquired with a
 acceleration..                                           synchronized video of:
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and elapsed time.
----------------------------------------------------------------------------------------------------------------
1.d.2. Cruise/Descent. Level flight         X        X   Data may be acquired with a
 deceleration.                                            synchronized video of:
                                                          Calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and elapsed time.
----------------------------------------------------------------------------------------------------------------
1.d.3. Cruise Performance............     N/A      N/A   Applicable only to Level C or
                                                          Level D FSTDs.
----------------------------------------------------------------------------------------------------------------
1.d.4. Cruise/Descent. Idle descent..       X        X   Data may be acquired with a
                                                          synchronized video of:
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and elapsed time.
----------------------------------------------------------------------------------------------------------------
1.d.5. Cruise/Descent. Emergency            X        X   Data may be acquired with a
 Descent.                                                 synchronized video of:
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and elapsed time.
----------------------------------------------------------------------------------------------------------------
1.e.1. Performance. Stopping.               X        X   Data may be acquired during
 Deceleration time and distance,                          landing tests using a
 using manual application of wheel                        stopwatch, runway markers,
 brakes and no reverse thrust on a                        and a synchronized video of:
 dry runway.                                              Calibrated airplane
                                                          instruments, thrust lever
                                                          position and the pertinent
                                                          parameters of engine power.
----------------------------------------------------------------------------------------------------------------
1.e.2. Performance. Ground.                 X        X   Data may be acquired during
 Deceleration Time and Distance,                          landing tests using a stop
 using reverse thrust and no wheel                        watch, runway markers, and a
 brakes.                                                  synchronized video of:
                                                          Calibrated airplane
                                                          instruments, thrust lever
                                                          position and the pertinent
                                                          parameters of engine power.
----------------------------------------------------------------------------------------------------------------
1.e.3. Stopping Distance--wheel           N/A      N/A   Applicable only to Level C
 brakes, and no reverse thrust on a                       and Level D FSTDs.
 wet runway.
----------------------------------------------------------------------------------------------------------------
1.e.4. Stopping Distance--wheel           N/A      N/A   Applicable only to Level C
 brakes, and no reverse thrust on an                      and Level D FSTDs.
 icy runway.
----------------------------------------------------------------------------------------------------------------
1.f.1. Performance. Engines.                X        X   Data may be acquired with a
 Acceleration.                                            synchronized video recording
                                                          of: engine instruments and
                                                          throttle position.
----------------------------------------------------------------------------------------------------------------
1.f.2. Performance. Engines.                X        X   Data may be acquired with a
 Deceleration.                                            synchronized video recording
                                                          of: Engine instruments and
                                                          throttle position.
----------------------------------------------------------------------------------------------------------------
2.a.1.a. Handling Qualities. Static         X        X   Surface position data may be
 Control Checks. Pitch Controller                         acquired from flight data
 Position vs. Force and Surface                           recorder (FDR) sensor or, if
 Position Calibration.                                    no FDR sensor, at selected,
                                                          significant column positions
                                                          (encompassing significant
                                                          column position data
                                                          points), acceptable to the
                                                          NSPM, using a control
                                                          surface protractor on the
                                                          ground (for airplanes with
                                                          reversible control systems,
                                                          this function should be
                                                          accomplished with winds less
                                                          than 5 kts.). Force data may
                                                          be acquired by using a hand-
                                                          held force gauge at the same
                                                          column position data points.
----------------------------------------------------------------------------------------------------------------

[[Page 94]]

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

[[Page 95]]

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

[[Page 96]]

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

[[Page 97]]

 
2.e.3. Handling qualities. Landings.   .......       X   Data may be acquired by using
 Crosswind landing.                                       an inertial measurement
                                                          system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls.
----------------------------------------------------------------------------------------------------------------
2.e.4. Handling qualities. Landings.   .......       X   Data may be acquired by using
 One engine inoperative landing.                          an inertial measurement
                                                          system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.
----------------------------------------------------------------------------------------------------------------
2.e.5. Handling qualities. Landings.   .......       X   Data may be acquired by using
 Autopilot landing (if applicable).                       an inertial measurement
                                                          system and a synchronized
                                                          video of: the calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.
----------------------------------------------------------------------------------------------------------------
2.e.6. Handling qualities. Landings.   .......       X   Data may be acquired by using
 All engines operating, autopilot, go                     an inertial measurement
 around.                                                  system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.
----------------------------------------------------------------------------------------------------------------
2.e.7. Handling qualities. Landings.   .......       X   Data may be acquired by using
 One engine inoperative go around.                        an inertial measurement
                                                          system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.
----------------------------------------------------------------------------------------------------------------
2.e.8. Handling qualities. Landings.   .......       X   Data may be acquired by using
 Directional control (rudder                              an inertial measurement
 effectiveness with symmetric thrust).                    system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.
----------------------------------------------------------------------------------------------------------------
2.e.9. Handling qualities. Landings.                     Data may be acquired by using
 Directional control (rudder                              an inertial measurement
 effectiveness with asymmetric                            system and a synchronized
 reverse thrust).                                         video of: The calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.
----------------------------------------------------------------------------------------------------------------
2.f. Handling qualities. Ground        .......       X   Data may be acquired by using
 effect. Test to demonstrate ground                       calibrated airplane
 effect.                                                  instruments, an inertial
                                                          measurement system, and a
                                                          synchronized video of: The
                                                          calibrated airplane
                                                          instruments; the force/
                                                          position measurements of
                                                          cockpit controls.
----------------------------------------------------------------------------------------------------------------


[[Page 98]]

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

                              1. Discussion

________________________________________________________________________

                            Begin Information

    a. The subjective tests provide a basis for evaluating the 
capability of the simulator to perform over a typical utilization 
period; determining that the simulator accurately simulates each 
required maneuver, procedure, or task; and verifying correct operation 
of the simulator controls, instruments, and systems. The items listed in 
the following Tables are for simulator evaluation purposes only. They 
must not be used to limit or exceed the authorizations for use of a 
given level of simulator as described on the Statement of Qualification 
or as may be approved by the TPAA.
    b. The tests in Table A3A, Operations Tasks, in this attachment, 
address pilot functions, including maneuvers and procedures (called 
flight tasks), and is divided by flight phases. The performance of these 
tasks by the NSPM includes an operational examination of the visual 
system and special effects. There are flight tasks included to address 
some features of advanced technology airplanes and innovative training 
programs. For example, ``high angle-of-attack maneuvering'' is included 
to provide a required alternative to ``approach to stalls'' for 
airplanes employing flight envelope protection functions.
    c. The tests in Table A3A, Operations Tasks, and Table A3G, 
Instructor Operating Station of this attachment, address the overall 
function and control of the simulator including the various simulated 
environmental conditions; simulated airplane system operations (normal, 
abnormal, and emergency); visual system displays; and special effects 
necessary to meet flight crew training, evaluation, or flight experience 
requirements.
    d. All simulated airplane systems functions will be assessed for 
normal and, where appropriate, alternate operations. Normal, abnormal, 
and emergency operations associated with a flight phase will be assessed 
during the evaluation of flight tasks or events within that flight 
phase. Simulated airplane systems are listed separately under ``Any 
Flight Phase'' to ensure appropriate attention to systems checks. 
Operational navigation systems (including inertial navigation systems, 
global positioning systems, or other long-range systems) and the 
associated electronic display systems will be evaluated if installed. 
The NSP pilot will include in his report to the TPAA, the effect of the 
system operation and any system limitation.
    e. Simulators demonstrating a satisfactory circling approach will be 
qualified for the circling approach maneuver and may be approved for 
such use by the TPAA in the sponsor's FAA-approved flight training 
program. To be considered satisfactory, the circling approach will be 
flown at maximum gross weight for landing, with minimum visibility for 
the airplane approach category, and must allow proper alignment with a 
landing runway at least 90[deg] different from the instrument approach 
course while allowing the pilot to keep an identifiable portion of the 
airport in sight throughout the maneuver (reference--14 CFR 91.175(e)).
    f. At the request of the TPAA, the NSPM may assess a device to 
determine if it is capable of simulating certain training activities in 
a sponsor's training program, such as a portion of a Line Oriented 
Flight Training (LOFT) scenario. Unless directly related to a 
requirement for the qualification level, the results of such an 
evaluation would not affect the qualification level of the simulator. 
However, if the NSPM determines that the simulator does not accurately 
simulate that training activity, the simulator would not be approved for 
that training activity.
    g. Previously qualified simulators with certain early generation 
Computer Generated Image (CGI) visual systems, are limited by either the 
capability of the Image Generator or the display system used. These 
systems are:
    (1) Early CGI visual systems that are excepted from the requirement 
of including runway numbers as a part of the specific runway marking 
requirements are:
    (a) Link NVS and DNVS.
    (b) Novoview 2500 and 6000.
    (c) FlightSafety VITAL series up to, and including, VITAL III, but 
not beyond.
    (d) Redifusion SP1, SP1T, and SP2.
    (2) Some early CGI visual systems are excepted from the requirement 
of including runway numbers, unless the runways are used for LOFT 
training sessions. These LOFT airport models require runway numbers but 
only for the specific runway end (one direction) used in the LOFT 
session. The systems required to display runway numbers only for LOFT 
scenes are:
    (a) FlightSafety VITAL IV.
    (b) Redifusion SP3 and SP3T.
    (c) Link-Miles Image II.
    (3) The following list of previously qualified CGI and display 
systems are incapable of generating blue lights. These systems are not 
required to have accurate taxi-way edge lighting:
    (a) Redifusion SP1.
    (b) FlightSafety Vital IV.
    (c) Link-Miles Image II and Image IIT.
    (d) XKD displays (even though the XKD image generator is capable of 
generating blue colored lights, the display cannot accommodate that 
color).
    The NSPM will evaluate each device to determine the appropriate 
qualification level

[[Page 99]]

based on the limitations of the visual system.

                             End Information

________________________________________________________________________

                Table A3A--Functions And Subjective Tests
------------------------------------------------------------------------
         <<< QPS requirements 
-------------------------------------------------------------------------
                                                        Simulator level
         Item  No.               Operations tasks    -------------------
                                                       A    B    C    D
------------------------------------------------------------------------
                             Tasks in this table are subjecgt to
                              evaluation if appropriate for the airplane
                              simulated as indicated in the SOQ
                              Configuration List and/or the level of
                              simulator qualification involved. Items
                              not installed or not functional on the
                              simulator and, therefore, not appearing on
                              the SOQ Configuration List, are not
                              required to be listed as exceptions on the
                              SOQ.
------------------------------------------------------------------------
1..........................  Preparation For Flight.
                             Preflight. Accomplish a   X    X    X    X
                              functions check of all
                              switches, indicators,
                              systems, and equipment
                              at all crewmembers'
                              and instructors'
                              stations and determine
                              that the flight deck
                              design and functions
                              are identical to that
                              of the airplane
                              simulated.
------------------------------------------------------------------------
2..........................  Surface Operations (Pre-Take-Off).
------------------------------------------------------------------------
2.a........................  Engine Start.
------------------------------------------------------------------------
        2.a.1..............  Normal start...........   X    X    X    X
------------------------------------------------------------------------
        2.a.2..............  Alternate start           X    X    X    X
                              procedures.
------------------------------------------------------------------------
        2.a.3..............  Abnormal starts and       X    X    X    X
                              shutdowns (e.g., hot/
                              hung start, tail pipe
                              fire).
------------------------------------------------------------------------
    2.b....................  Pushback/Powerback.....  ...   X    X    X
------------------------------------------------------------------------
    2.c....................  Taxi.
------------------------------------------------------------------------
        2.c.1..............  Thrust response........   X    X    X    X
------------------------------------------------------------------------
        2.c.2..............  Power lever friction...   X    X    X    X
------------------------------------------------------------------------
        2.c.3..............  Ground handling........   X    X    X    X
------------------------------------------------------------------------
        2.c.4..............  Nose wheel scuffing....  ...  ...   X    X
------------------------------------------------------------------------
        2.c.5..............  Brake operation (normal   X    X    X    X
                              and alternate/
                              emergency).
------------------------------------------------------------------------
        2.c.6..............  Brake fade (if            X    X    X    X
                              applicable).
------------------------------------------------------------------------
3..........................  Take-off.
------------------------------------------------------------------------
    3.a....................  Normal.
------------------------------------------------------------------------
        3.a.1..............  Airplane/engine           X    X    X    X
                              parameter
                              relationships.
------------------------------------------------------------------------
        3.a.2..............  Acceleration              X    X    X    X
                              characteristics
                              (motion).
------------------------------------------------------------------------
        3.a.3..............  Nose wheel and rudder     X    X    X    X
                              steering.
------------------------------------------------------------------------
        3.a.4..............  Crosswind (maximum        X    X    X    X
                              demonstrated).
------------------------------------------------------------------------
        3.a.5..............  Special performance       X    X    X    X
                              (e.g., reduced V1, max
                              de-rate, short field
                              operations).
------------------------------------------------------------------------
        3.a.6..............  Low visibility take-off   X    X    X    X
------------------------------------------------------------------------
        3.a.7..............  Landing gear, wing flap   X    X    X    X
                              leading edge device
                              operation.
------------------------------------------------------------------------
        3.a.8..............  Contaminated runway      ...  ...   X    X
                              operation.
------------------------------------------------------------------------
    3.b....................  Abnormal/emergency
------------------------------------------------------------------------
        3.b.1..............  Rejected Take-off......   X    X    X    X
------------------------------------------------------------------------
        3.b.2..............  Rejected special          X    X    X    X
                              performance (e.g.,
                              reduced V1, max de-
                              rate, short field
                              operations).
------------------------------------------------------------------------
        3.b.3..............  With failure of most      X    X    X    X
                              critical engine at
                              most critical point,
                              continued take-off.
------------------------------------------------------------------------

[[Page 100]]

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

[[Page 101]]

 
                             Those instrument
                              approach and landing
                              tests relevant to the
                              simulated airplane
                              type are selected from
                              the following list.
                              Some tests are made
                              with limiting wind
                              velocities, under
                              windshear conditions,
                              and with relevant
                              system failures,
                              including the failure
                              of the Flight
                              Director. If Standard
                              Operating Procedures
                              allow use autopilot
                              for non-precision
                              approaches, evaluation
                              of the autopilot will
                              be included. Level A
                              simulators are not
                              authorized to credit
                              the landing maneuver.
------------------------------------------------------------------------
    8.a....................  Precision..............
------------------------------------------------------------------------
    8.a.1..................  PAR....................   X    X    X    X
------------------------------------------------------------------------
    8.a.2..................  CAT I/GBAS (ILS/MLS)      X    X    X    X
                              published approaches.
------------------------------------------------------------------------
                             (i) Manual approach       X    X    X    X
                              with/without flight
                              director including
                              landing.
------------------------------------------------------------------------
                             (ii) Autopilot/           X    X    X    X
                              autothrottle coupled
                              approach and manual
                              landing.
------------------------------------------------------------------------
                             (iii) Manual approach     X    X    X    X
                              to DH and go-around
                              all engines..
------------------------------------------------------------------------
                             (iv) Manual one engine    X    X    X    X
                              out approach to DH and
                              go-around.
------------------------------------------------------------------------
                             (v) Manual approach
                              controlled with and
                              without flight
                              director to 30 m (100
                              ft) below CAT I minima.
                                A. With cross-wind     X    X    X    X
                                 (maximum
                                 demonstrated).
                                B. With windshear...   X    X    X    X
------------------------------------------------------------------------
                             (vi) Autopilot/           X    X    X    X
                              autothrottle coupled
                              approach, one engine
                              out to DH and go-
                              around approach, one
                              engine out to DH and
                              go-around.
------------------------------------------------------------------------
                             (vii) Approach and        X    X    X    X
                              landing with minimum/
                              standby electrical
                              power.
------------------------------------------------------------------------
        8.a.3..............  CAT II/GBAS (ILS/MLS)     X    X    X    X
                              published approaches..
------------------------------------------------------------------------
                             (i) Autopilot/            X    X    X    X
                              autothrottle coupled
                              approach to DH and
                              landing.
------------------------------------------------------------------------
                             (ii) Autopilot/           X    X    X    X
                              autothrottle coupled
                              approach to DH and go-
                              around.
------------------------------------------------------------------------
                             (iii) Autocoupled         X    X    X    X
                              approach to DH and
                              manual go-around.
------------------------------------------------------------------------
                             (iv) Category II          X    X    X    X
                              published approach
                              (auto-coupled,
                              autothrottle).
------------------------------------------------------------------------
        8.a.4..............  CAT III/GBAS (ILS/MLS)    X    X    X    X
                              published approaches.
------------------------------------------------------------------------
                             (i) Autopilot/            X    X    X    X
                              autothrottle coupled
                              approach to land and
                              rollout.
------------------------------------------------------------------------
                             (ii) Autopilot/           X    X    X    X
                              autothrottle coupled
                              approach to DH/Alert
                              Height and go-around.
------------------------------------------------------------------------
                             (iii) Autopilot/          X    X    X    X
                              autothrottle coupled
                              approach to land and
                              rollout with one
                              engine out.
------------------------------------------------------------------------
                             (iv) Autopilot/           X    X    X    X
                              autothrottle coupled
                              approach to DH/Alert
                              Height and go-around
                              with one engine out.
------------------------------------------------------------------------
                             (v) Autopilot/            X    X    X    X
                              autothrottle coupled     X    X    X    X
                              approach (to land or     X    X    X    X
                              to go around).           X    X    X    X
                             A. With generator         X    X    X    X
                              failure.
                             B. With 10 knot tail
                              wind.
                             C. With 10 knot
                              crosswind.
------------------------------------------------------------------------
    8.b....................  Non-precision..........
------------------------------------------------------------------------
        8.b.1..............  NDB....................   X    X    X    X
------------------------------------------------------------------------
        8.b.2..............  VOR, VOR/DME, VOR/TAC..   X    X    X    X
------------------------------------------------------------------------
        8.b.3..............  RNAV (GNSS/GPS)........   X    X    X    X
------------------------------------------------------------------------
        8.b.4..............  ILS LLZ (LOC), LLZ(LOC)/  X    X    X    X
                              BC.
------------------------------------------------------------------------

[[Page 102]]

 
        8.b.5..............  ILS offset localizer...   X    X    X    X
------------------------------------------------------------------------
        8.b.6..............  Direction finding         X    X    X    X
                              facility (ADF/SDF).
------------------------------------------------------------------------
        8.b.7..............  Airport surveillance      X    X    X    X
                              radar (ASR).
------------------------------------------------------------------------
9..........................  Visual Approaches (Visual Segment) And
                              Landings
------------------------------------------------------------------------
                             Flight simulators with visual systems,
                              which permit completing a special approach
                              procedure in accordance with applicable
                              regulations, may be approved for that
                              particular approach procedure
------------------------------------------------------------------------
    9.a....................  Maneuvering, normal       X    X    X    X
                              approach and landing,
                              all engines operating
                              with and without
                              visual approach aid
                              guidance.
------------------------------------------------------------------------
    9.b....................  Approach and landing      X    X    X    X
                              with one or more
                              engines inoperative.
------------------------------------------------------------------------
    9.c....................  Operation of landing      X    X    X    X
                              gear, flap/slats and
                              speedbrakes (normal
                              and abnormal).
------------------------------------------------------------------------
    9.d....................  Approach and landing      X    X    X    X
                              with crosswind (max.
                              demonstrated).
------------------------------------------------------------------------
    9.e....................  Approach to land with     X    X    X    X
                              windshear on approach.
------------------------------------------------------------------------
    9.f....................  Approach and landing      X    X    X    X
                              with flight control
                              system failures,
                              reconfiguration modes,
                              manual reversion and
                              associated handling
                              (most significant
                              degradation which is
                              probable).
------------------------------------------------------------------------
    9.g....................  Approach and landing      X    X    X    X
                              with trim malfunctions.
------------------------------------------------------------------------
        9.g.1..............  Longitudinal trim         X    X    X    X
                              malfunction.
------------------------------------------------------------------------
        9.g.2..............  Lateral-directional       X    X    X    X
                              trim malfunction.
------------------------------------------------------------------------
    9.h....................  Approach and landing      X    X    X    X
                              with standby (minimum)
                              electrical/hydraulic
                              power.
------------------------------------------------------------------------
    9.i....................  Approach and landing      X    X    X    X
                              from circling
                              conditions (circling
                              approach).
------------------------------------------------------------------------
    9.j....................  Approach and landing      X    X    X    X
                              from visual traffic
                              pattern.
------------------------------------------------------------------------
    9.k....................  Approach and landing      X    X    X    X
                              from non-precision
                              approach.
------------------------------------------------------------------------
    9.l....................  Approach and landing      X    X    X    X
                              from precision
                              approach.
------------------------------------------------------------------------
    9.m....................  Approach procedures       X    X    X    X
                              with vertical guidance
                              (APV), e.g., SBAS..
------------------------------------------------------------------------
10.........................  Missed Approach.
------------------------------------------------------------------------
    10.a...................  All engines............   X    X    X    X
------------------------------------------------------------------------
    10.b...................  One or more engine(s)     X    X    X    X
                              out.
------------------------------------------------------------------------
    10.c...................  With flight control       X    X    X    X
                              system failures,
                              reconfiguration modes,
                              manual reversion and
                              associated handling.
------------------------------------------------------------------------
11.........................  Surface Operations (Landing roll and taxi).
------------------------------------------------------------------------
    11.a...................  Spoiler operation......   X    X    X    X
------------------------------------------------------------------------
    11.b...................  Reverse thrust            X    X    X    X
                              operation.
------------------------------------------------------------------------
    11.c...................  Directional control and  ...   X    X    X
                              ground handling, both
                              with and without
                              reverse thrust.
------------------------------------------------------------------------
    11.d...................  Reduction of rudder      ...   X    X    X
                              effectiveness with
                              increased reverse
                              thrust (rear pod-
                              mounted engines).
------------------------------------------------------------------------
    11.e...................  Brake and anti-skid      ...  ...   X    X
                              operation with dry,
                              wet, and icy
                              conditions.
------------------------------------------------------------------------
    11.f...................  Brake operation, to       X    X    X    X
                              include auto-braking
                              system where
                              applicable.
------------------------------------------------------------------------
12.........................  Any Flight Phase.
------------------------------------------------------------------------

[[Page 103]]

 
    12.a...................  Airplane and engine
                              systems operation.
------------------------------------------------------------------------
        12.a.1.............  Air conditioning and      X    X    X    X
                              pressurization (ECS).
------------------------------------------------------------------------
        12.a.2.............  De-icing/anti-icing....   X    X    X    X
------------------------------------------------------------------------
        12.a.3.............  Auxiliary power unit      X    X    X    X
                              (APU).
------------------------------------------------------------------------
        12.a.4.............  Communications.........   X    X    X    X
------------------------------------------------------------------------
        12.a.5.............  Electrical.............   X    X    X    X
------------------------------------------------------------------------
        12.a.6.............  Fire and smoke            X    X    X    X
                              detection and
                              suppression.
------------------------------------------------------------------------
        12.a.7.............  Flight controls           X    X    X    X
                              (primary and
                              secondary).
------------------------------------------------------------------------
        12.a.8.............  Fuel and oil, hydraulic   X    X    X    X
                              and pneumatic.
------------------------------------------------------------------------
        12.a.9.............  Landing gear...........   X    X    X    X
------------------------------------------------------------------------
        12.a.10............  Oxygen.................   X    X    X    X
------------------------------------------------------------------------
        12.a.11............  Engine.................   X    X    X    X
------------------------------------------------------------------------
        12.a.12............  Airborne radar.........   X    X    X    X
------------------------------------------------------------------------
        12.a.13............  Autopilot and Flight      X    X    X    X
                              Director.
------------------------------------------------------------------------
        12.a.14............  Collision avoidance       X    X    X    X
                              systems. (e.g.,
                              (E)GPWS, TCAS).
------------------------------------------------------------------------
        12.a.15............  Flight control            X    X    X    X
                              computers including
                              stability and control
                              augmentation.
------------------------------------------------------------------------
        12.a.16............  Flight display systems.   X    X    X    X
------------------------------------------------------------------------
        12.a.17............  Flight management         X    X    X    X
                              computers.
------------------------------------------------------------------------
        12.a.18............  Head-up guidance, head-   X    X    X    X
                              up displays.
------------------------------------------------------------------------
        12.a.19............  Navigation systems.....   X    X    X    X
------------------------------------------------------------------------
        12.a.20............  Stall warning/avoidance   X    X    X    X
------------------------------------------------------------------------
        12.a.21............  Wind shear avoidance      X    X    X    X
                              equipment.
------------------------------------------------------------------------
        12.a.22............  Automatic landing aids.   X    X    X    X
------------------------------------------------------------------------
    12.b...................  Airborne procedures
------------------------------------------------------------------------
        12.b.1.............  Holding................   X    X    X    X
------------------------------------------------------------------------
        12.b.2.............  Air hazard avoidance     ...  ...   X    X
                              (Traffic, Weather).
------------------------------------------------------------------------
        12.b.3.............  Windshear..............  ...  ...   X    X
------------------------------------------------------------------------
        12.b.4.............  Effects of airframe ice  ...  ...   X    X
------------------------------------------------------------------------
    12.c...................  Engine shutdown and parking.
------------------------------------------------------------------------
        12.c.1.............  Engine and systems        X    X    X    X
                              operation.
------------------------------------------------------------------------
        12.c.2.............  Parking brake operation   X    X    X    X
------------------------------------------------------------------------
------------------------------------------------------------------------

    Table A3B [Reserved]
    Table A3C [Reserved]
    Table A3D [Reserved]
    Table A3E [Reserved]
    Table A3F [Reserved]

[[Page 104]]



               Table A3G-- Functions and Subjective Tests
------------------------------------------------------------------------
         <<< QPS requirements 
-------------------------------------------------------------------------
                                                        Simulator level
        Item  number             Operations tasks    -------------------
                                                       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 simular.
------------------------------------------------------------------------
1..........................  Simulator Power           X    X    X    X
                              Switch(es).
------------------------------------------------------------------------
2..........................  Airplane conditions.
------------------------------------------------------------------------
    2.a....................  Gross weight, center of   X    X    X    X
                              gravity, fuel loading
                              and allocation.
------------------------------------------------------------------------
    2.b....................  Airplane systems status   X    X    X    X
------------------------------------------------------------------------
    2.c....................  Ground crew functions     X    X    X    X
                              (e.g., ext. power,
                              push back).
------------------------------------------------------------------------
3..........................  Airports.
------------------------------------------------------------------------
    3.a....................  Number and selection...   X    X    X    X
------------------------------------------------------------------------
    3.b....................  Runway selection.......   X    X    X    X
------------------------------------------------------------------------
    3.c....................  Runway surface           ...  ...   X    X
                              condition (e.g.,
                              rough, smooth, icy,
                              wet).
------------------------------------------------------------------------
    3.d....................  Preset positions (e.g.,   X    X    X    X
                              ramp, gate, 1
                              for takeoff, takeoff
                              position, over FAF).
------------------------------------------------------------------------
    3.e....................  Lighting controls......   X    X    X    X
------------------------------------------------------------------------
4..........................  Environmental controls.
------------------------------------------------------------------------
    4.a....................  Visibility (statute       X    X    X    X
                              miles (kilometers)).
------------------------------------------------------------------------
    4.b....................  Runway visual range (in   X    X    X    X
                              feet (meters)).
------------------------------------------------------------------------
    4.c....................  Temperature............   X    X    X    X
------------------------------------------------------------------------
    4.d....................  Climate conditions        X    X    X    X
                              (e.g., ice, snow,
                              rain).
------------------------------------------------------------------------
    4.e....................  Wind speed and            X    X    X    X
                              direction.
------------------------------------------------------------------------
    4.f....................  Windshear..............  ...  ...   X    X
------------------------------------------------------------------------
    4.g....................  Clouds (base and tops).   X    X    X    X
------------------------------------------------------------------------
5..........................  Airplane system           X    X    X    X
                              malfunctions
                              (Inserting and
                              deleting malfunctions
                              into the simulator).
------------------------------------------------------------------------
6..........................  Locks, Freezes, and Repositioning
------------------------------------------------------------------------
    6.a....................  Problem (all) freeze /    X    X    X    X
                              release.
------------------------------------------------------------------------
    6.b....................  Position (geographic)     X    X    X    X
                              freeze/release.
------------------------------------------------------------------------
    6.c....................  Repositioning             X    X    X    X
                              (locations, freezes,
                              and releases)..
------------------------------------------------------------------------
    6.d....................  Ground speed control...   X    X    X    X
------------------------------------------------------------------------
7..........................  Remote IOS.............   X    X    X    X
------------------------------------------------------------------------
8..........................  Sound Controls On/ off/   X    X    X    X
                              adjustment.
------------------------------------------------------------------------
9..........................  Motion / Control
                              Loading System.
------------------------------------------------------------------------
    9.a....................  On / off / emergency      X    X    X    X
                              stop.
------------------------------------------------------------------------
    9.b....................  Crosstalk (motion         X    X    X    X
                              response in a given
                              degree of freedom not
                              perceptible in other
                              degrees of freedom).
------------------------------------------------------------------------
    9.c....................  Smoothness (no            X    X    X    X
                              perceptible ``turn-
                              around bump'' as the
                              direction of motion
                              reverses with the
                              simulator being
                              ``flown'' normally).
------------------------------------------------------------------------
    10.....................  Observer Seats /          X    X    X    X
                              Stations. Position /
                              Adjustment / Positive
                              restraint system..
------------------------------------------------------------------------


[[Page 105]]

________________________________________________________________________

                            Begin Information

                             1. Introduction

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

                                2. Events

    a. Initial Conditions.
    (1) Airport;
    (2) QNH;
    (3) Temperature;
    (4) Wind/Crosswind;
    (5) Zero Fuel Weight/Fuel/Gross Weight/Center of Gravity
    b. Initial Checks.
    (1) Documentation of Simulator.
    (a) Simulator Acceptance Test Manuals.
    (b) Simulator Approval Test Guide.
    (c) Technical Logbook Open Item List.
    (d) Daily Functional Pre-flight Check.
    (2) Documentation of User/Carrier Flight Logs.
    (a) Simulator Operating/Instructor Manual.
    (b) Difference List (Aircraft/Simulator).
    (c) Flight Crew Operating Manuals.
    (d) Performance Data for Different Fields.
    (e) Crew Training Manual.
    (f) Normal/Abnormal/Emergency Checklists.
    (3) Simulator External Checks.
    (a) Appearance and Cleanliness.
    (b) Stairway/Access Bridge.
    (c) Emergency Rope Ladders.
    (d) ``Motion On''/''Flight in Progress'' Lights.
    (4) Simulator Internal Checks.
    (a) Cleaning/Disinfecting Towels (for cleaning oxygen masks).
    (b) Cockpit Layout (compare with difference list).
    (5) Equipment.
    (a) Quick Donning Oxygen Masks.
    (b) Head Sets.
    (c) Smoke Goggles.
    (d) Sun Visors.
    (e) Escape Rope.
    (f) Chart Holders.
    (g) Flashlights.
    (h) Fire Extinguisher (inspection date).
    (i) Crash Axe.
    (j) Gear Pins.
    c. Power Supply and APU Start Checks.
    (1) Batteries and Static Inverter.
    (2) APU Start with Battery.
    (3) APU Shutdown using Fire Handle.
    (4) External Power Connection.
    (5) APU Start with External Power.
    (6) Abnormal APU Start/Operation.
    d. Cockpit Checks.
    (1) Cockpit Preparation Checks.
    (2) FMC Programming.
    (3) Communications and Navigational Aids Checks.
    e. Engine Start.
    (1) Before Start Checks.
    (2) Battery Start with Ground Air Supply Unit.
    (3) Engine Crossbleed Start.
    (4) Normal Engine Start.
    (5) Abnormal Engine Starts.
    (6) Engine Idle Readings.
    (7) After Start Checks.
    f. Taxi Checks.
    (1) Pushback/Powerback.
    (2) Taxi Checks.
    (3) Ground Handling Check:
    (a) Power required to initiate ground roll.
    (b) Thrust response.
    (c) Nose Wheel and Pedal Steering.
    (d) Nosewheel Scuffing.
    (e) Perform 180 degree turns.
    (f) Brakes Response and Differential Braking using Normal, Alternate 
and Emergency.
    (g) Brake Systems.
    (h) Eye height and fore/aft position.
    (4) Runway Roughness.
    g. Visual Scene--Ground Assessment.
    (Select 3 different visual models and perform the following checks 
with Day, Dusk and Night selected, as appropriate):
    (1) Visual Controls.
    (a) Daylight, Dusk, Night Scene Controls.
    (b) Cockpit ``Daylight'' ambient lighting.

[[Page 106]]

    (c) Environment Light Controls.
    (d) Runway Light Controls.
    (e) Taxiway Light Controls.
    (2) Scene Content.
    (a) Ramp area for buildings, gates, airbridges, maintenance ground 
equipment, parked aircraft.
    (b) Daylight shadows, night time light pools.
    (c) Taxiways for correct markings, taxiway/runway, marker boards, 
CAT I & II/III hold points, taxiway shape/grass areas, taxiway light 
(positions and colors).
    (d) Runways for correct markings, lead-off lights, boards, runway 
slope, runway light positions, and colors, directionality of runway 
lights.
    (e) Airport environment for correct terrain and, significant 
features.
    (f) Visual scene aliasing, color, and occulting levels.
    (3) Ground Traffic Selection.
    (4) Environment Effects.
    (a) Low cloud scene.
    (i) Rain:
    (A) Runway surface scene.
    (B) Windshield wiper--operation and sound.
    (ii) Hail:
    (A) Runway surface scene.
    (B) Windshield wiper--operation and sound.
    (b) Lightning/thunder.
    (c) Snow/ice runway surface scene.
    (d) Fog.
    h. Takeoff.
    (Select one or several of the following test cases):
    (1) T/O Configuration Warnings.
    (2) Engine Takeoff Readings.
    (3) Rejected Takeoff (Dry/Wet/Icy Runway) and check the following:
    (a) Autobrake function.
    (b) Anti-skid operation.
    (c) Motion/visual effects during deceleration.
    (d) Record stopping distance (use runway plot or runway lights 
remaining).
    (Continue taxiing along the runway while applying brakes and check 
the following).
    (e) Center line lights alternating red/white for 2000 feet/600 
meters.
    (f) Center line lights all red for 1000 feet/300 m.
    (g) Runway end, red stop bars.
    (h) Braking fade effect.
    (i) Brake temperature indications.
    (4) Engine Failure between VI and V2.
    (5) Normal Takeoff:
    (a) During ground roll check the following:
    (i) Runway rumble.
    (ii) Acceleration cues.
    (iii) Groundspeed effects.
    (iv) Engine sounds.
    (v) Nosewheel and rudder pedal steering.
    (b) During and after rotation, check the following:
    (i) Rotation characteristics.
    (ii) Column force during rotation.
    (iii) Gear uplock sounds/bumps.
    (iv) Effect of slat/flap retraction during climbout.
    (6) Crosswind Takeoff (check the following):
    (a) Tendency to turn into or out of the wind.
    (b) Tendency to lift upwind wing as airspeed increases.
    (7) Windshear during Takeoff (check the following):
    (a) Controllable during windshear encounter.
    (b) Performance adequate when using correct techniques.
    (c) Windshear Indications satisfactory.
    (d) Motion cues satisfactory (particularly turbulence).
    (8) Normal Takeoff with Control Malfunction.
    (9) Low Visibility T/O (check the following):
    (a) Visual cues.
    (b) Flying by reference to instruments.
    (c) SID Guidance on LNAV.
    i. Climb Performance.
    Select one or several of the following test cases:
    (1) Normal Climb--Climb while maintaining recommended speed profile 
and note fuel, distance and time.
    (2) Single Engine Climb--Trim aircraft in a zero wheel climb at V2.
    Note: Up to 5[deg] bank towards the operating engine(s) is 
permissible. Climb for 3 minutes and note fuel, distance, and time. 
Increase speed toward en route climb speed and retract flaps. Climb for 
3 minutes and note fuel, distance, and time.
    j. Systems Operation During Climb.
    Check normal operation and malfunctions as appropriate for the 
following systems:
    (1) Air conditioning/Pressurization/Ventilation.
    (2) Autoflight.
    (3) Communications.
    (4) Electrical.
    (5) Fuel.
    (6) Icing Systems.
    (7) Indicating and Recording systems.
    (8) Navigation/FMS.
    (9) Pneumatics.
    k. Cruise Checks.
    (Select one or several of the following test cases):
    (1) Cruise Performance.
    (2) High Speed/High Altitude Handling (check the following):
    (a) Overspeed warning.
    (b) High Speed buffet.
    (c) Aircraft control satisfactory.
    (d) Envelope limiting functions on Computer Controlled Airplanes.
    (Reduce airspeed to below level flight buffet onset speed, start a 
turn, and check the following:)

[[Page 107]]

    (e) High Speed buffet increases with G loading.
    (Reduce throttles to idle and start descent, deploy the speedbrake, 
and check the following:)
    (f) Speedbrake indications.
    (g) Symmetrical deployment.
    (h) Airframe buffet.
    (i) Aircraft response hands off.
    (3) Yaw Damper Operation.
    (Switch off yaw dampers and autopilot. Initiate a Dutch roll and 
check the following:)
    (a) Aircraft dynamics.
    (b) Simulator motion effects.
    (Switch on yaw dampers, re-initiate a Dutch roll and check the 
following:)
    (c) Damped aircraft dynamics.
    (4) APU Operation.
    (5) Engine Gravity Feed.
    (6) Engine Shutdown and Driftdown Check: FMC operation Aircraft 
performance.
    (7) Engine Relight.
    l. Descent.
    Select one of the following test cases:
    (1) Normal Descent Descend while maintaining recommended speed 
profile and note fuel, distance and time.
    (2) Cabin Depressurization/Emergency Descent
    m. Medium Altitude Checks.
    (Select one or several of the following test cases)
    (1) High Angle of Attack/Stall. Trim the aircraft at 1.4 Vs, 
establish 1 kt/sec\2\ deceleration rate, and check the following--
    (a) System displays/operation satisfactory.
    (b) Handling characteristics satisfactory.
    (c) Stall and Stick shaker speed.
    (d) Buffet characteristics and onset speed.
    (e) Envelope limiting functions on Computer Controlled Airplanes.
    (Recover to straight and level flight and check the following:)
    (f) Handling characteristics satisfactory.
    (2) Turning Flight.
    (Roll aircraft to left, establish a 30[deg] to 45[deg] bank angle, 
and check the following:)
    (a) Stick force required, satisfactory.
    (b) Wheel requirement to maintain bank angle.
    (c) Slip ball response, satisfactory.
    (d) Time to turn 180[deg].
    (Roll aircraft from 45[deg] bank one way to 45[deg] bank the 
opposite direction while maintaining altitude and airspeed--check the 
following:)
    (e) Controllability during maneuver.
    (3) Degraded flight controls.
    (4) Holding Procedure (check the following:)
    (a) FMC operation.
    (b) Auto pilot auto thrust performance.
    (5) Storm Selection (check the following:)
    (a) Weather radar controls.
    (b) Weather radar operation.
    (c) Visual scene corresponds with WXR pattern.
    (Fly through storm center, and check the following:)
    (d) Aircraft enters cloud.
    (e) Aircraft encounters representative turbulence.
    (f) Rain/hail sound effects evident.
    (As aircraft leaves storm area, check the following:)
    (g) Storm effects disappear.
    (6) TCAS (check the following:)
    (a) Traffic appears on visual display.
    (b) Traffic appears on TCAS display(s).
    (As conflicting traffic approaches, take relevant avoiding action, 
and check the following:)
    (c) Visual and TCAS system displays.
    n. Approach And Landing.
    Select one or several of the following test cases while monitoring 
flight control and hydraulic systems for normal operation and with 
malfunctions selected:
    (1) Flaps/Gear Normal Operation (Check the following:)
    (a) Time for extension/retraction.
    (b) Buffet characteristics.
    (2) Normal Visual Approach and Landing.
    Fly a normal visual approach and landing--check the following:
    (a) Aircraft handling.
    (b) Spoiler operation.
    (c) Reverse thrust operation.
    (d) Directional control on the ground.
    (e) Touchdown cues for main and nose wheel.
    (f) Visual cues.
    (g) Motion cues.
    (h) Sound cues.
    (i) Brake and Anti-skid operation.
    (3) Flaps/Gear Abnormal Operation or with hydraulic malfunctions.
    (4) Abnormal Wing Flaps/Slats Landing.
    (5) Manual Landing with Control Malfunction.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (6) Non-precision Approach--All Engines Operating.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (7) Circling Approach.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.

[[Page 108]]

    (8) Non-precision Approach--One Engine Inoperative.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (9) One Engine Inoperative Go-around.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (10) CAT I Approach and Landing with raw-data ILS.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (11) CAT I Approach and Landing with Limiting Crosswind.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (12) CAT I Approach with Windshear. Check the following:
    (a) Controllable during windshear encounter.
    (b) Performance adequate when using correct techniques.
    (c) Windshear indications/warnings.
    (d) Motion cues (particularly turbulence).
    (13) CAT II Approach and Automatic Go-Around.
    (14) CAT III Approach and Landing--System Malfunctions.
    (15) CAT III Approach and Landing--1 Engine Inoperative.
    (16) GPWS evaluation.
    o. Visual Scene--In-Flight Assessment.
    Select three (3) different visual models and perform the following 
checks with ``day,'' ``dusk,'' and ``night'' (as appropriate) selected. 
Reposition the aircraft at or below 2000 feet within 10 nm of the 
airfield. Fly the aircraft around the airport environment and assess 
control of the visual system and evaluate the visual scene content as 
described below:
    (1) Visual Controls.
    (a) Daylight, Dusk, Night Scene Controls.
    (b) Cockpit ambient lighting during ``daylight'' conditions.
    (c) Environment Light Controls.
    (d) Runway Light Controls.
    (e) Taxiway Light Controls.
    (f) Approach Light Controls.
    (2) Scene Content.
    (a) Airport environment for correct terrain and significant 
features.
    (b) Runways for correct markings, runway slope, directionality of 
runway lights.
    (c) Visual scene for aliasing, colour, and occulting.
    Reposition the aircraft to a long, final approach for an ``ILS 
runway.'' Select flight freeze when the aircraft is 5-statute miles 
(sm)/8-kilometers (km) out and on the glide slope.
    Check the following:
    (3) Scene content.
    (a) Airfield features.
    (b) Approach lights.
    (c) Runway definition.
    (d) Runway definition.
    (e) Runway edge lights and VASI lights.
    (f) Strobe lights.
    Release flight freeze. Continue flying the approach with NP engaged. 
Select flight freeze when aircraft is 3 sm/5 km out and on the glide 
slope. Check the following:
    (4) Scene Content.
    (a) Runway centerline light.
    (b) Taxiway definition and lights.
    Release flight freeze and continue flying the approach with A/P 
engaged. Select flight freeze when aircraft is 2 sm/3 km out and on the 
glide slope. Check the following:
    (5) Scene content.
    (a) Runway threshold lights.
    (b) Touchdown zone lights. At 200 ft radio altitude and still on 
glide slope, select Flight Freeze. Check the following:
    (6) Scene content.
    (a) Runway markings.
    Set the weather to Category I conditions and check the following:
    (7) Scene content.
    (a) Visual ground segment.
    Set the weather to Category II conditions, release Flight Freeze, 
re-select Flight Freeze at 100 feet radio altitude, and check the 
following:
    (8) Scene content.
    (a) Visual ground segment.
    Select night/dusk (twilight) conditions and check the following:
    (9) Scene content.
    (a) Runway markings visible within landing light lobes.
    Set the weather to Category III conditions, release Flight Freeze, 
re-select Flight Freeze at 50 feet radio altitude and check the 
following:
    (10) Scene content.
    (a) Visual ground segment.
    Set WX to ``missed approach'' conditions, release Flight Freeze, re-
select Flight Freeze at 15 feet radio altitude, and check the following:
    (11) Scene content.
    (a) Visual ground segment.
    When on the ground, stop the aircraft. Set 0 feet RVR, ensure 
strobe/beacon lights are switched on and check the following:
    (12) Scene content.
    (a) Visual effect of strobe and beacon.

[[Page 109]]

    Reposition to final approach, set weather to ``Clear,'' continue 
approach for an automatic landing, and check the following:
    (13) Scene content.
    (a) Visual cues during flare to assess sink rate.
    (b) Visual cues during flare to assess Depth perception.
    (c) Cockpit height above ground.
    p. After Landing Operations.
    (1) After Landing Checks.
    (2) Taxi back to gate (Check the following:)
    (a) Visual model satisfactory.
    (b) Parking brake operation satisfactory.
    (3) Shutdown Checks.
    q. Crash Function.
    (1) Gear-up Crash.
    (2) Excessive rate of descent Crash.
    (3) Excessive bank angle Crash.
    [GRAPHIC] [TIFF OMITTED] TR30OC06.002
    
         Attachment 4 to Appendix A to Part 60--Sample Documents

                            Table of Contents

                             Title of Sample

Figure A4A--Sample Letter, Request for Initial, Upgrade, or 
          Reinstatement Evaluation
Figure A4B--Attachment: FSTD Information Form
Figure A4C--Sample Qualification Test Guide Cover Page
Figure A4D--Sample Statement of Qualification--Certificate
Figure A4E--Sample Statement of Qualification--Configuration List
Figure A4F--Sample Statement of Qualification `` List of Qualified Tasks
Figure A4G--Sample Continuing Qualification Evaluation Requirements Page
Figure A4H--Sample MQTG Index of Effective FSTD Directives

[[Page 110]]

[GRAPHIC] [TIFF OMITTED] TR30OC06.003


[[Page 111]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.004


[[Page 112]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.005


[[Page 113]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.006


[[Page 114]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.007


[[Page 115]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.008


[[Page 116]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.009


[[Page 117]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.010


[[Page 118]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.011


[[Page 119]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.012


[[Page 120]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.013


[[Page 121]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.014

     Attachment 5 to Appendix A to Part 60--Simulator Qualification 
             Requirements for Windshear Training Program Use

                            1. Applicability

________________________________________________________________________

                         Begin QPS Requirements

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

                          End QPS Requirements

________________________________________________________________________

             2. Statement of Compliance and Capability (SOC)

________________________________________________________________________

                         Begin QPS Requirements

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

                          End QPS Requirements

________________________________________________________________________

                                3. Models

________________________________________________________________________

                         Begin QPS Requirements

    The windshear models installed in the simulator software used for 
the qualification evaluation must do the following:
    a. Provide cues necessary for recognizing windshear onset and 
potential performance degradation requiring a pilot to initiate recovery 
procedures. The cues must include all of the following, as may be 
appropriate for the appropriate portion of the flight envelope:

[[Page 122]]

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

                          End QPS Requirements

________________________________________________________________________

                            4. Demonstrations

________________________________________________________________________

                         Begin QPS Requirements

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

                          End QPS Requirements

________________________________________________________________________

                         5. Recording Parameters

________________________________________________________________________

                         Begin QPS Requirements

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

                          End QPS Requirements

________________________________________________________________________

                 6. Equipment Installation and Operation

________________________________________________________________________

                         Begin QPS Requirements

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

                          End QPS Requirements

________________________________________________________________________

                       7. Qualification Test Guide

________________________________________________________________________

                         Begin QPS Requirements

    a. All QTG material must be forwarded to the NSPM.
    b. A simulator windshear evaluation will be scheduled in accordance 
with normal procedures. Recurrent evaluation schedules will be used to 
the maximum extent possible.
    c. During the on-site evaluation, the evaluator will ask the 
operator to run the performance tests and record the results. The

[[Page 123]]

results of these on-site tests will be compared to those results 
previously approved and placed in the QTG or MQTG, as appropriate.
    d. QTGs for new (or MQTGs for upgraded) simulators must contain or 
reference the information described in paragraphs 2, 3, 4, and 5 of this 
attachment.

                          End QPS Requirements

________________________________________________________________________

                        8. Subjective Evaluation

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

                         9. Qualification Basis

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

                     10. Demonstration Repeatability

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________



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

________________________________________________________________________

                            Begin Information

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

                            Table of Contents

1. Introduction
2. Applicability (Sec. 60.1) and Applicability of sponsor rules to 
          persons who are not sponsors and who are engaged in certain 
          unauthorized activities (Sec. 60.2)
3. Definitions (60.3)
4. Qualification Performance Standards (Sec. 60.4)
5. Quality Management System (Sec. 60.5)
6. Sponsor Qualification Requirements (Sec. 60.7)
7. Additional Responsibilities of the Sponsor (Sec. 60.9)
8. FSTD Use (Sec. 60.11)
9. FSTD Objective Data Requirements (Sec. 60.13)
    10. Special Equipment and Personnel Requirements for Qualification 
of the FTD (Sec. 60.14)
11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15)
12. Additional Qualifications for Currently Qualified FTDs (Sec. 60.16)
13. Previously Qualified FTDs (Sec. 60.17)
14. Inspection, Continuing Qualification Evaluation, and Maintenance 
          Requirements (Sec. 60.19)
15. Logging FTD Discrepancies (Sec. 60.20)
16. Interim Qualification of FTDs for New Airplane Types or Models 
          (Sec. 60.21)
17. Modifications to FTDs (Sec. 60.23)
18. Operations With Missing, Malfunctioning, or Inoperative Components 
          (Sec. 60.25)
19. Automatic Loss of Qualification and Procedures for Restoration of 
          Qualification (Sec. 60.27)
20. Other Losses of Qualification and Procedures for Restoration of 
          Qualification (Sec. 60.29)
21. Record Keeping and Reporting (Sec. 60.31)
22. Applications, Logbooks, Reports, and Records: Fraud, Falsification, 
          or Incorrect Statements (Sec. 60.33)
23. [Reserved]

[[Page 124]]

24. Levels of FTD
25. FSTD Qualification on the Basis of a Bilateral Aviation Safety 
          Agreement (BASA) (Sec. 60.37)
Attachment 1 to Appendix B to Part 60--General FTD Requirements
Attachment 2 to Appendix B to Part 60--Flight Training Device (FTD) 
          Objective Tests
Attachment 3 to Appendix B to Part 60--Flight Training Device (FTD) 
          Subjective Evaluation
Attachment 4 to Appendix B to Part 60--Sample Documents

                             End Information

________________________________________________________________________

                             1. Introduction

________________________________________________________________________

                            Begin Information

    a. This appendix contains background information as well as 
regulatory and informative material as described later in this section. 
To assist the reader in determining what areas are required and what 
areas are permissive, the text in this appendix is divided into two 
sections: ``QPS Requirements'' and ``Information.'' The QPS Requirements 
sections contain details regarding compliance with the part 60 rule 
language. These details are regulatory, but are found only in this 
appendix. The Information sections contain material that is advisory in 
nature, and designed to give the user general information about the 
regulation.
    b. Related Reading References.
    (1) 14 CFR part 60.
    (2) 14 CFR part 61.
    (3) 14 CFR part 63.
    (4) 14 CFR part 119.
    (5) 14 CFR part 121.
    (6) 14 CFR part 125.
    (7) 14 CFR part 135.
    (8) 14 CFR part 141.
    (9) 14 CFR part 142.
    (10) Advisory Circular (AC) 120-28C, Criteria for Approval of 
Category III Landing Weather Minima.
    (11) AC 120-29, Criteria for Approving Category I and Category II 
Landing Minima for part 121 operators.
    (12) AC 120-35B, Line Operational Simulations: Line-Oriented Flight 
Training, Special Purpose Operational Training, Line Operational 
Evaluation.
    (13) AC 120-41, Criteria for Operational Approval of Airborne Wind 
Shear Alerting and Flight Guidance Systems.
    (14) AC 120-57A, Surface Movement Guidance and Control System 
(SMGS).
    (15) AC 150/5300-13, Airport Design.
    (16) AC 150/5340-1G, Standards for Airport Markings.
    (17) AC 150/5340-4C, Installation Details for Runway Centerline 
Touchdown Zone Lighting Systems.
    (18) AC 150/5340-19, Taxiway Centerline Lighting System.
    (19) AC 150/5340-24, Runway and Taxiway Edge Lighting System.
    (20) AC 150/5345-28D, Precision Approach Path Indicator (PAPI) 
Systems.
    (21) International Air Transport Association document, ``Flight 
Simulator Design and Performance Data Requirements,'' as amended.
    (22) AC 25-7, as amended, Flight Test Guide for Certification of 
Transport Category Airplanes.
    (23) AC 23-8A, as amended, Flight Test Guide for Certification of 
Part 23 Airplanes.
    (24) International Civil Aviation Organization (ICAO) Manual of 
Criteria for the Qualification of Flight Simulators, as amended.
    (25) Airplane Flight Simulator Evaluation Handbook, Volume I, as 
amended and Volume II, as amended, The Royal Aeronautical Society, 
London, UK.
    (26) FAA Publication FAA-S-8081 series (Practical Test Standards for 
Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot, and 
Instrument Ratings).
    (27) The FAA Aeronautical Information Manual (AIM). An electronic 
version of the AIM is on the internet at http://www.faa.gov/atpubs.

                             End Information

________________________________________________________________________

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

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

                       3. Definitions (Sec. 60.3)

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

           4. Qualification Performance Standards (Sec. 60.4)

    There is no additional regulatory or informational material that 
applies to Sec. 60.4, Qualification Performance Standards.

                5. Quality Management System (Sec. 60.5)

________________________________________________________________________

[[Page 125]]

                            Begin Information

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

                             End Information

________________________________________________________________________

           6. Sponsor Qualification Requirements (Sec. 60.7)

________________________________________________________________________

                            Begin Information

    a. The intent of the language in Sec. 60.7(b) is to have a specific 
FTD, identified by the sponsor, used at least once in an FAA-approved 
flight training program for the airplane simulated during the 12-month 
period described. The identification of the specific FTD may change from 
one 12-month period to the next 12-month period as long as that sponsor 
sponsors and uses at least one FTD at least once during the prescribed 
period. There is no minimum number of hours or minimum FTD periods 
required.
    b. The following examples describe acceptable operational practices:
    (1) Example One.
    (a) A sponsor is sponsoring a single, specific FTD for its own use, 
in its own facility or elsewhere--this single FTD forms the basis for 
the sponsorship. The sponsor uses that FTD at least once in each 12-
month period in that sponsor's FAA-approved flight training program for 
the airplane simulated. This 12-month period is established according to 
the following schedule:
    (i) If the FTD was qualified prior to October 30, 2007 the 12-month 
period begins on the date of the first continuing qualification 
evaluation conducted in accordance with Sec. 60.19 after October 30, 
2007 and continues for each subsequent 12-month period;
    (ii) A device qualified on or after October 30, 2007 will be 
required to undergo an initial or upgrade evaluation in accordance with 
Sec. 60.15. Once the initial or upgrade evaluation is complete, the 
first continuing qualification evaluation will be conducted within 6 
months. The 12 month continuing qualification evaluation cycle begins on 
that date and continues for each subsequent 12-month period.
    (b) There is no minimum number of hours of FTD use required.
    (c) The identification of the specific FTD may change from one 12-
month period to the next 12-month period as long as that sponsor 
sponsors and uses at least one FTD at least once during the prescribed 
period.
    (2) Example Two.
    (a) A sponsor sponsors an additional number of FTDs, in its facility 
or elsewhere. Each additionally sponsored FTD must be--
    (i) Used by the sponsor in the sponsor's FAA-approved flight 
training program for the airplane simulated (as described in Sec. 
60.7(d)(1));
    OR
    (ii) Used by another FAA certificate holder in that other 
certificate holder's FAA-approved flight training program for the 
airplane simulated (as described in Sec. 60.7(d)(1)). This 12-month 
period is established in the same manner as in example one.
    OR
    (iii) Provided a statement each year from a qualified pilot, (after 
having flown the airplane, not the subject FTD or another FTD, during 
the preceding 12-month period) stating that the subject FTD's 
performance and handling qualities represent the airplane (as described 
in Sec. 60.7(d)(2)). This statement is provided at least once in each 
12-month period established in the same manner as in example one.
    (b) There is no minimum number of hours of FTD use required.
    (3) Example Three.
    (a) A sponsor in New York (in this example, a Part 142 certificate 
holder) establishes ``satellite'' training centers in Chicago and 
Moscow.
    (b) The satellite function means that the Chicago and Moscow centers 
must operate under the New York center's certificate (in accordance with 
all of the New York center's practices, procedures, and policies; e.g., 
instructor and/or technician training/checking requirements, 
recordkeeping, QMS program).
    (c) All of the FTDs in the Chicago and Moscow centers could be dry-
leased (i.e., the certificate holder does not have and use FAA-approved 
flight training programs for the FTDs in the Chicago and Moscow centers) 
because--
    (i) Each FTD in the Chicago center and each FTD in the Moscow center 
is used at least once each 12-month period by another FAA certificate 
holder in that other certificate holder's FAA-approved flight training 
program for the airplane (as described in Sec. 60.7(d)(1));
    OR
    (ii) A statement is obtained from a qualified pilot (having flown 
the airplane, not the subject FTD or another FTD during the preceding 
12-month period) stating that the performance and handling qualities of 
each FTD in the Chicago and Moscow centers represents the airplane (as 
described in Sec. 60.7(d)(2)).

                             End Information

________________________________________________________________________

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

________________________________________________________________________

[[Page 126]]

                            Begin Information

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

                             End Information

________________________________________________________________________

                        8. FSTD Use (Sec. 60.11)

    There is no additional regulatory or informational material that 
applies to Sec. 60.11, FSTD use.

            9. FTD Objective Data Requirements (Sec. 60.13)

________________________________________________________________________

                         Begin QPS Requirements

    a. Flight test data used to validate FTD performance and handling 
qualities must have been gathered in accordance with a flight test 
program containing the following:
    (1) A flight test plan consisting of:
    (a) The maneuvers and procedures required for aircraft certification 
and simulation programming and validation.
    (b) For each maneuver or procedure--
    (i) The procedures and control input the flight test pilot and/or 
engineer used.
    (ii) The atmospheric and environmental conditions.
    (iii) The initial flight conditions.
    (iv) The airplane configuration, including weight and center of 
gravity.
    (v) The data to be gathered.
    (vi) All other information necessary to recreate the flight test 
conditions in the FTD.
    (2) Appropriately qualified flight test personnel.
    (3) An understanding of the accuracy of the data to be gathered 
using appropriate alternative data sources, procedures, and 
instrumentation that is traceable to a recognized standard as described 
in Attachment 2, Table B2F.
    (4) Appropriate and sufficient data acquisition equipment or 
system(s), including appropriate data reduction and analysis methods and 
techniques, as would be acceptable to the FAA's Aircraft Certification 
Service.
    b. The data, regardless of source, must be presented:
    (1) In a format that supports the FTD validation process;
    (2) In a manner that is clearly readable and annotated correctly and 
completely;
    (3) With resolution sufficient to determine compliance with the 
tolerances set forth in Attachment 2, Table B2A appendix.
    (4) With any necessary guidance information provided; and
    (5) Without alteration, adjustments, or bias; however the data may 
be re-scaled, digitized, or otherwise manipulated to fit the desired 
presentation.
    c. After completion of any additional flight test, a flight test 
report must be submitted in support of the validation data. The report 
must contain sufficient data and rationale to support qualification of 
the FTD at the level requested.
    d. As required by Sec. 60.13(f), the sponsor must notify the NSPM 
when it becomes aware that an addition to or a revision of the flight 
related data or airplane systems related data is available if this data 
is used to program and operate a qualified FTD. The data referred to in 
this sub-section are those data that are used to validate the 
performance, handling qualities, or other characteristics of the 
aircraft, including data related to any relevant changes occurring after 
the type certification is issued. This notification must be made within 
10 working days.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    e. The FTD sponsor is encouraged to maintain a liaison with the 
manufacturer of the aircraft being simulated (or with the holder of the 
aircraft type certificate for the aircraft being simulated if the 
manufacturer is no longer in business), and if appropriate, with the 
person having supplied the aircraft data package for the FTD in order to 
facilitate the notification described in this paragraph.
    f. It is the intent of the NSPM that for new aircraft entering 
service, at a point well in advance of preparation of the Qualification 
Test Guide (QTG), the sponsor should submit to the NSPM for approval, a 
descriptive document (a validation data roadmap) containing the plan for 
acquiring the validation data, including data sources. This document 
should clearly identify sources of data for all required tests, a 
description of the validity of these data for a specific engine type and 
thrust rating configuration, and the revision levels of all avionics 
affecting the performance or flying qualities of the aircraft. 
Additionally, this document should provide other information such as the 
rationale or explanation for cases where data or data parameters are 
missing, instances where engineering simulation data are used, or where 
flight test methods require further explanations. It should also provide 
a brief narrative describing the cause and effect of any deviation from 
data requirements. The aircraft manufacturer may provide this document.
    g. There is no requirement for any flight test data supplier to 
submit a flight test plan or program prior to gathering flight

[[Page 127]]

test data. However, the NSPM notes that inexperienced data gatherers 
often provide data that is irrelevant, improperly marked, lacking 
adequate justification for selection. Other problems include inadequate 
information regarding initial conditions or test maneuvers. The NSPM has 
been forced to refuse these data submissions as validation data for an 
FTD evaluation. It is for this reason that the NSPM recommends that any 
data supplier not previously experienced in this area review the data 
necessary for programming and for validating the performance of the FTD 
and discuss the flight test plan anticipated for acquiring such data 
with the NSPM well in advance of commencing the flight tests.
    h. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot tests'' results in lieu of a 
time-history result, Attachment 2 requires the sponsor or other data 
provider to ensure that a steady state condition exists at the instant 
of time captured by the ``snapshot.'' This is often verified by showing 
that a steady state condition existed from some period of time during 
which the snap shot is taken. The time period most frequently used is 5 
seconds prior through 2 seconds following the instant of time captured 
by the snap shot. This paragraph is primarily addressing the source data 
and the method by which the data provider ensures that the steady state 
condition for the snap shot is representative.
    i. The NSPM will consider, on a case-by-case basis, whether or not 
to approve supplemental validation data derived from flight data 
recording systems such as a Quick Access Recorder or Flight Data 
Recorder.

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                          Begin QPS Requirement

    a. In order to be qualified at a particular qualification level, the 
FTD must:
    (1) Meet the general requirements listed in Attachment 1;
    (2) Meet the objective testing requirements listed in Attachment 2 
(Level 4 FTDs do not require objective tests); and
    (3) Satisfactorily accomplish the subjective tests listed in 
Attachment 3.
    b. The request described in Sec. 60.15(a) must include all of the 
following:
    (1) A statement that the FTD meets all of the applicable provisions 
of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec. 60.15(b) in such time as to be received no 
later than 5 business days prior to the scheduled evaluation and may be 
forwarded to the NSPM via traditional or electronic means.
    (3) Except for a Level 4 FTD, a qualification test guide (QTG), 
acceptable to the NSPM, that includes all of the following:
    (a) Objective data obtained from aircraft testing or another 
approved source.
    (b) Correlating objective test results obtained from the performance 
of the FTD as prescribed in the applicable QPS.
    (c) The result of FTD subjective tests prescribed in the applicable 
QPS.
    (d) A description of the equipment necessary to perform the 
evaluation for initial qualification and the continuing qualification 
evaluations.
    c. The QTG described in paragraph a(3) of this section, must provide 
the documented proof of compliance with the FTD objective tests in 
Attachment 2,Table B2A of this appendix.
    d. The QTG is prepared and submitted by the sponsor, or the 
sponsor's agent on behalf of the sponsor, to the NSPM for review and 
approval, and must include, for each objective test:
    (1) Parameters, tolerances, and flight conditions;
    (2) Pertinent and complete instructions for conducting automatic and 
manual tests;
    (3) A means of comparing the FTD test results to the objective data;
    (4) Any other information as necessary to assist in the evaluation 
of the test results;

[[Page 128]]

    (5) Other information appropriate to the qualification level of the 
FTD.
    e. The QTG described in paragraphs (a)(3) and (b) of this section, 
must include the following:
    (1) A QTG cover page with sponsor and FAA approval signature blocks 
(see Attachment 4, Figure B4C, for a sample QTG cover page).
    (2) A continuing qualification evaluation requirements page. This 
page will be used by the NSPM to establish and record the frequency with 
which continuing qualification evaluations must be conducted and any 
subsequent changes that may be determined by the NSPM in accordance with 
Sec. 60.19. See Attachment 4, Figure B4G, for a sample Continuing 
Qualification Evaluation Requirements page.
    (3) An FTD information page that provides the information listed in 
this paragraph, if applicable (see Attachment 4, Figure B4B, for a 
sample FTD information page). For convertible FTDs, the sponsor must 
submit a separate page for each configuration of the FTD.
    (a) The sponsor's FTD identification number or code.
    (b) The airplane model and series being simulated.
    (c) The aerodynamic data revision number or reference.
    (d) The engine model(s) and its data revision number or reference.
    (e) The flight control data revision number or reference.
    (f) The flight management system identification and revision level.
    (g) The FTD model and manufacturer.
    (h) The date of FTD manufacture.
    (i) The FTD computer identification.
    (j) The visual system model and manufacturer, including display 
type.
    (k) The motion system type and manufacturer, including degrees of 
freedom.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) List of all relevant data references.
    (7) A glossary of terms and symbols used (including sign conventions 
and units).
    (8) Statements of compliance and capability (SOCs) with certain 
requirements. SOCs must provide references to the sources of information 
that show the capability of the FTD to comply with the requirement, a 
rationale explaining how the referenced material is used, mathematical 
equations and parameter values used, and the conclusions reached; i.e., 
that the FTD complies with the requirement. Refer to the ``General FTD 
Requirements'' column, Table B1A, in Attachment 1, or in the 
``Alternative Data Sources, Procedures, and Instrumentation'' column, 
Table B2F, in Attachment 2, to see when SOCs are required.
    (9) Recording procedures or equipment required to accomplish the 
objective tests.
    (10) The following information for each objective test designated in 
Attachment 2, as applicable to the qualification level sought:
    (a) Name of the test.
    (b) Objective of the test.
    (c) Initial conditions.
    (d) Manual test procedures.
    (e) Automatic test procedures (if applicable).
    (f) Method for evaluating FTD objective test results.
    (g) List of all relevant parameters driven or constrained during the 
automatic test(s).
    (h) List of all relevant parameters driven or constrained during the 
manual test(s).
    (i) Tolerances for relevant parameters.
    (j) Source of Validation Data (document and page number).
    (k) Copy of the Validation Data (if located in a separate binder, a 
cross reference for the identification and page number for pertinent 
data location must be provided).
    (l) FTD Objective Test Results as obtained by the sponsor. Each test 
result must reflect the date completed and must be clearly labeled as a 
product of the device being tested.
    f. A convertible FTD is addressed as a separate FTD for each model 
and series airplane to which it will be converted and for the FAA 
qualification level sought. The NSPM will conduct an evaluation for each 
configuration. If a sponsor seeks qualification for two or more models 
of an airplane type using a convertible FTD, the sponsor must provide a 
QTG for each airplane model, or a supplemented QTG for each airplane 
model. The NSPM will conduct evaluations for each airplane model.
    g. The form and manner of presentation of objective test results in 
the QTG must include the following:
    (1) The sponsor's FTD test results must be recorded in a manner 
acceptable to the NSPM, that allows easy comparison of the FTD test 
results to the validation data (e.g., use of a multi-channel recorder, 
line printer, cross plotting, overlays, transparencies).
    (2) FTD results must be labeled using terminology common to airplane 
parameters as opposed to computer software identifications.
    (3) Validation data documents included in a QTG may be 
photographically reduced only if such reduction will not alter the 
graphic scaling or cause difficulties in scale interpretation or 
resolution.
    (4) Scaling on graphical presentations must provide the resolution 
necessary to evaluate the parameters shown in Attachment 2, Table B2A of 
this appendix.
    (5) Tests involving time histories, data sheets (or transparencies 
thereof) and FTD test results must be clearly marked with appropriate 
reference points to ensure an accurate comparison between FTD and 
airplane

[[Page 129]]

with respect to time. Time histories recorded via a line printer are to 
be clearly identified for cross-plotting on the airplane data. Over-
plots must not obscure the reference data.
    h. The sponsor may elect to complete the QTG objective and 
subjective tests at the manufacturer's facility or at the sponsor's 
training facility. If the tests are conducted at the manufacturer's 
facility, the sponsor must repeat at least one-third of the tests at the 
sponsor's training facility in order to substantiate FTD performance. 
The QTG must be clearly annotated to indicate when and where each test 
was accomplished. Tests conducted at the manufacturer's facility and at 
the sponsor's training facility must be conducted after the FTD is 
assembled with systems and sub-systems functional and operating in an 
interactive manner. The test results must be submitted to the NSPM.
    i. The sponsor must maintain a copy of the MQTG at the FTD location.
    j. All FTDs for which the initial qualification is conducted after 
October 30, 2013 must have an electronic MQTG (eMQTG) including all 
objective data obtained from airplane testing, or another approved 
source (reformatted or digitized), together with correlating objective 
test results obtained from the performance of the FTD (reformatted or 
digitized) as prescribed in this appendix. The eMQTG must also contain 
the general FTD performance or demonstration results (reformatted or 
digitized) prescribed in this appendix, and a description of the 
equipment necessary to perform the initial qualification evaluation and 
the continuing qualification evaluations. The eMQTG must include the 
original validation data used to validate FTD performance and handling 
qualities in either the original digitized format from the data supplier 
or an electronic scan of the original time-history plots that were 
provided by the data supplier. A copy of the eMQTG must be provided to 
the NSPM.
    k. All other FTDs (not covered in subparagraph ``j'') must have an 
electronic copy of the MQTG by and after October 30, 2013. A copy of the 
eMQTG must be provided to the NSPM. This may be provided by an 
electronic scan presented in a Portable Document File (PDF), or similar 
format acceptable to the NSPM.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    l. Only those FTDs that are sponsored by a certificate holder as 
defined in appendix F will be evaluated by the NSPM. However, other FTD 
evaluations may be conducted on a case-by-case basis as the 
Administrator deems appropriate, but only in accordance with applicable 
agreements.
    m. The NSPM will conduct an evaluation for each configuration, and 
each FTD must be evaluated as completely as possible. To ensure a 
thorough and uniform evaluation, each FTD is subjected to the general 
FTD requirements in Attachment 1, the objective tests listed in 
Attachment 2, and the subjective tests listed in Attachment 3 of this 
appendix. The evaluations described herein will include, but not 
necessarily be limited to the following:
    (1) Airplane responses, including longitudinal and lateral-
directional control responses (see Attachment 2 of this appendix);
    (2) Performance in authorized portions of the simulated airplane's 
operating envelope, to include tasks evaluated by the NSPM in the areas 
of surface operations, takeoff, climb, cruise, descent, approach and 
landing, as well as abnormal and emergency operations (see Attachment 2 
of this appendix);
    (3) Control checks (see Attachment 1 and Attachment 2 of this 
appendix);
    (4) Cockpit configuration (see Attachment 1 of this appendix);
    (5) Pilot, flight engineer, and instructor station functions checks 
(see Attachment 1 and Attachment 3 of this appendix);
    (6) Airplane systems and sub-systems (as appropriate) as compared to 
the airplane simulated (see attachment 1 and attachment 3 of this 
appendix);
    (7) FTD systems and sub-systems, including force cueing (motion), 
visual, and aural (sound) systems, as appropriate (see Attachment 1 and 
Attachment 2 of this appendix); and
    (8) Certain additional requirements, depending upon the 
qualification level sought, including equipment or circumstances that 
may become hazardous to the occupants. The sponsor may be subject to 
Occupational Safety and Health Administration requirements.
    n. The NSPM administers the objective and subjective tests, which 
includes an examination of functions. The tests include a qualitative 
assessment of the FTD by an NSP pilot. The NSP evaluation team leader 
may assign other qualified personnel to assist in accomplishing the 
functions examination and/or the objective and subjective tests 
performed during an evaluation when required.
    (1) Objective tests provide a basis for measuring and evaluating FTD 
performance and determining compliance with the requirements of this 
part.
    (2) Subjective tests provide a basis for:
    (a) Evaluating the capability of the FTD to perform over a typical 
utilization period;
    (b) Determining that the FTD satisfactorily simulates each required 
task;
    (c) Verifying correct operation of the FTD controls, instruments, 
and systems; and
    (d) Demonstrating compliance with the requirements of this part.

[[Page 130]]

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

                             End Information

________________________________________________________________________

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

    There is no additional regulatory or informational material that 
applies to Sec. 60.16, Additional Qualifications for a Currently 
Qualified FTD.

               13. Previously Qualified FTDs (Sec. 60.17)

________________________________________________________________________

                         Begin QPS Requirements

    a. In instances where a sponsor plans to remove an FTD from active 
status for a period of less than two years, the following procedures 
apply:
    (1) The NSPM must be notified in writing and the notification must 
include an estimate of the period that the FTD will be inactive;
    (2) Continuing Qualification evaluations will not be scheduled 
during the inactive period;
    (3) The NSPM will remove the FTD from the list of qualified FSTDs on 
a mutually established date not later than the date on which the first 
missed continuing qualification evaluation would have been scheduled;
    (4) Before the FTD is restored to qualified status, it must be 
evaluated by the NSPM. The evaluation content and the time required to 
accomplish the evaluation is based on the number of continuing 
qualification evaluations and sponsor-conducted quarterly inspections 
missed during the period of inactivity.
    (5) The sponsor must notify the NSPM of any changes to the original 
scheduled time out of service;
    b. FTDs qualified prior to October 30, 2007, are not required to 
meet the general FTD requirements, the objective test requirements,

[[Page 131]]

and the subjective test requirements of Attachments 1, 2, and 3, 
respectively, of this appendix.
    c. [Reserved]

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                          Begin QPS Requirement

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

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    d. The sponsor's test sequence and the content of each quarterly 
inspection required in Sec. 60.19(a)(1) should include a balance and a 
mix from the objective test requirement areas listed as follows:
    (1) Performance.
    (2) Handling qualities.
    (3) Motion system (where appropriate).
    (4) Visual system (where appropriate).
    (5) Sound system (where appropriate).
    (6) Other FTD systems.
    e. If the NSP evaluator plans to accomplish specific tests during a 
normal continuing qualification evaluation that requires the use of 
special equipment or technicians, the sponsor will be notified as far in 
advance of the evaluation as practical; but not less than 72 hours. 
Examples of such tests include latencies, control sweeps, or motion or 
visual system tests.
    f. The continuing qualification evaluations described in Sec. 
60.19(b) will normally require 4 hours of FTD time. However, flexibility 
is necessary to address abnormal situations or situations involving 
aircraft with additional

[[Page 132]]

levels of complexity (e.g., computer controlled aircraft). The sponsor 
should anticipate that some tests may require additional time. The 
continuing qualification evaluations will consist of the following:
    (1) Review of the results of the quarterly inspections conducted by 
the sponsor since the last scheduled continuing qualification 
evaluation.
    (2) A selection of approximately 8 to 15 objective tests from the 
MQTG that provide an adequate opportunity to evaluate the performance of 
the FTD. The tests chosen will be performed either automatically or 
manually and should be able to be conducted within approximately one-
third (\1/3\) of the allotted FTD time.
    (3) A subjective evaluation of the FTD to perform a representative 
sampling of the tasks set out in attachment 3 of this appendix. This 
portion of the evaluation should take approximately two-thirds (\2/3\) 
of the allotted FTD time.
    (4) An examination of the functions of the FTD may include the 
motion system, visual system, sound system as applicable, instructor 
operating station, and the normal functions and simulated malfunctions 
of the airplane systems. This examination is normally accomplished 
simultaneously with the subjective evaluation requirements.
    g. The requirement established in Sec. 60.19(b)(4) regarding the 
frequency of NSPM-conducted continuing qualification evaluations for 
each FTD is typically 12 months. However, the establishment and 
satisfactory implementation of an approved QMS for a sponsor will 
provide a basis for adjusting the frequency of evaluations to exceed 12-
month intervals.

                             End Information

________________________________________________________________________

               15. Logging FTD Discrepancies (Sec. 60.20)

    There is no additional regulatory or informational material that 
applies to Sec. 60.20. Logging FTD Discrepancies.

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

                 17. Modifications to FTDs (Sec. 60.23)

________________________________________________________________________

                         Begin QPS Requirements

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

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    c. FSTD Directives are considered modification of an FTD. See 
Attachment 4 for a sample index of effective FSTD Directives.

                             End Information

________________________________________________________________________

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

                            Begin Information

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

                             End Information

________________________________________________________________________

[[Page 133]]

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

                            Begin Information

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

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

              21. Recordkeeping and Reporting (Sec. 60.31)

________________________________________________________________________

                         Begin QPS Requirements

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

                          End QPS Requirements

________________________________________________________________________

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

    There are no additional QPS requirements or informational material 
that apply to Sec. 60.33, Applications, Logbooks, Reports, and Records: 
Fraud, Falsification, or Incorrect Statements.

                             23. [Reserved]

                            24. Levels of FTD

________________________________________________________________________

                            Begin Information

    a. The following is a general description of each level of FTD. 
Detailed standards and tests for the various levels of FTDs are fully 
defined in Attachments 1 through 3 of this appendix.
    (1) Level 4. A device that may have an open airplane-specific flight 
deck area, or an enclosed airplane-specific cockpit and at least one 
operating system with air/ground logic (no aerodynamic programming 
required).
    (2) Level 5. A device that may have an open airplane-specific flight 
deck area, or an enclosed airplane-specific cockpit and a generic 
aerodynamic program with at least one operating system and control 
loading that is representative of the simulated airplane only at an 
approach speed and configuration.
    (3) Level 6. A device that has an enclosed airplane-specific cockpit 
and aerodynamic program with all applicable airplane systems operating 
and control loading that is representative of the simulated airplane 
throughout its ground and flight envelope and significant sound 
representation.

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

    There are no additional QPS requirements or informational material 
that apply to Sec. 60.37, FSTD Qualification on the Basis of a 
Bilateral Aviation Safety Agreement (BASA).

                             End Information

________________________________________________________________________

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

________________________________________________________________________

[[Page 134]]

                         Begin QPS Requirements

                             1. Requirements

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

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

                              2. Discussion

    a. This attachment describes the general requirements for qualifying 
Level 4 through Level 6 FTDs. The sponsor should also consult the 
objectives tests in Attachment 2 and the examination of functions and 
subjective tests listed in Attachment 3 to determine the complete 
requirements for a specific level FTD.
    b. The material contained in this attachment is divided into the 
following categories:
    (1) General Cockpit Configuration.
    (2) Programming.
    (3) Equipment Operation.
    (4) Equipment and facilities for instructor/evaluator functions.
    (5) Motion System.
    (6) Visual System.
    (7) Sound System.
    c. Table B1A provides the standards for the General FTD 
Requirements.

                             End Information

________________________________________________________________________

                                       Table B1A--Minimum FTD Requirements
----------------------------------------------------------------------------------------------------------------
 <<                         ---------------------   <
----------------------------------------------------                                       Notes
          No.             General FTD requirements     4      5      6
----------------------------------------------------------------------------------------------------------------
1. General Cockpit Configuration
----------------------------------------------------------------------------------------------------------------
1.a...................  The FTD must have a cockpit  .....  .....     X   For FTD purposes, the cockpit consists
                         that is a replica of the                          of all that space forward of a cross
                         airplane simulated with                           section of the fuselage at the most
                         controls, equipment,                              extreme aft setting of the pilots'
                         observable cockpit                                seats including additional, required
                         indicators, circuit                               flight crewmember duty stations and
                         breakers. and bulkheads                           those required bulkheads aft of the
                         properly located,                                 pilot seats. For clarification,
                         functionally accurate and                         bulkheads containing only item such
                         replicating the airplane.                         as leanding gear pin storage
                         The direction of movement                         compartments, fire axes or
                         of controls and switches                          extinguishers, spare light bulbs,
                         must be identifical to                            aircraft documents pouches are not
                         that in the airplane.                             considered essential and may be
                         Pilot seat(s) must afford                         omitted.
                         the capability for the
                         occupant to be able to
                         achieve the design ``eye
                         position''.
----------------------------------------------------------------------------------------------------------------
1.b...................  The FTS must have equipment     X      X
                         (e.g., instruments,
                         panels, systems, circuit
                         breakers, and controls)
                         simulated sufficiently for
                         the authorized training/
                         checking events to be
                         accomplished. The
                         installed equipment must
                         be located in a spatially
                         correct location and may
                         be in a cockpit or an open
                         flight deck area.
                         Actuation of equipment
                         must replicate the
                         appropriate function in
                         the airplane.
----------------------------------------------------------------------------------------------------------------
2. Programming
----------------------------------------------------------------------------------------------------------------

[[Page 135]]

 
2.a...................  The FTD must provide the     .....     X      X
                         proper effect of
                         aerodynamic changes for
                         the combinations of drag
                         and thrust normally
                         encountered in flight.
                         This must include the
                         effect of change in
                         airplane attitude, thrust,
                         drag, altitude,
                         temperature, and
                         configuration.
                        Level 6 additionally
                         requires the effects of
                         changes in gross weight
                         and center of gravity..
                        Level 5 requires only
                         generic aerodynamic
                         programming..
----------------------------------------------------------------------------------------------------------------
2.b...................  The FTD must have the           X      X      X
                         computer (analog or
                         digital) capability (i.e.,
                         capacity, accuracy,
                         resolution, and dynamic
                         response) needed to meet
                         the qualification level
                         sought.
----------------------------------------------------------------------------------------------------------------
2.c...................  Relative responses of the    .....     X      X   The intent is to verify that the FTD
                         cockpit instruments must                          provides instrument cues that are,
                         be measured by latency                            within the stated time delays, like
                         tests, or transport delay                         the airplane responses. For airplane
                         tests, and may not exceed                         response, acceleration in the
                         300 milliseconds. The                             appropriate, corresponding rotational
                         instruments must respond                          axis is preferred. Additional
                         to abrupt input at the                            information regarding Latency and
                         pilot's position within                           Transport Delay testing may be found
                         the allotted time, but not                        in appendix A, Attachment 2,
                         before the time when the                          paragraph 14.
                         airplane would respond
                         under the same conditions.
                         Latency:
                         The FTD instrument and, if
                         applicable, the motion
                         system and the visual
                         system response must not
                         be prior to that time when
                         the airplane responds and
                         may respond up to 300
                         milliseconds after that
                         time under the same
                         conditions..
                        
                         Transport Delay: As an
                         alternative to the Latency
                         requirement, a transport
                         delay objective test may
                         be used to demonstrate
                         that the FTD system does
                         not exceed the specified
                         limit. The sponsor must
                         measure all the delay
                         encountered by a step
                         signal migrating from the
                         pilot's control through
                         all the simulation
                         software modules in the
                         correct order, using a
                         handshaking protocol,
                         finally through the normal
                         output interfaces to the
                         instrument display and, if
                         applicable, the motion
                         system, and the visual
                         system..
----------------------------------------------------------------------------------------------------------------
3. Equipment Operations
----------------------------------------------------------------------------------------------------------------
3.a...................  All relevant instrument      .....     X      X
                         indications involved in
                         the simulation of the
                         airplane must
                         automatically respond to
                         control movement or
                         external disturbances to
                         the simulated airplane;
                         e.g., turbulence or winds.
----------------------------------------------------------------------------------------------------------------
3.b...................  Navigation equipment must    .....     X      X
                         be installed and operate
                         within the tolerances
                         applicable for the
                         airplane.
                        Levels 6 must also include
                         communication equipment
                         (inter-phone and air/
                         ground) like that in the
                         airplane and, if
                         appropriate to the
                         operation being conducted,
                         an oxygen mask microphone
                         system..
                        Level 5 need have only that
                         navigation equipment
                         necessary to fly an
                         instrument approach..
----------------------------------------------------------------------------------------------------------------

[[Page 136]]

 
3.c...................  Installed systems must          X      X      X
                         simulate the applicable
                         airplane system operation,
                         both on the ground and in
                         flight. Installed systems
                         must be operative to the
                         extent that applicable
                         normal, abnormal, and
                         emergency operating
                         procedures included in the
                         sponsor's training
                         programs can be
                         accomplished.
                        Level 6 must simulate all
                         applicable airplane
                         flight, navigation, and
                         systems operation..
                        Level 5 must have at least
                         functional flight and
                         navigational controls,
                         displays, and
                         instrumentation..
                        Level 4 must have at least
                         one airplane system
                         installed and functional..
----------------------------------------------------------------------------------------------------------------
3.d...................  The lighting environment     .....  .....     X
                         for panels and instruments
                         must be sufficient for the
                         operation being conducted.
----------------------------------------------------------------------------------------------------------------
3.e...................  The FTD must provide         .....     X
                         control forces and control
                         travel that correspond to
                         the airplane being
                         simulated. Control forces
                         must react in the same
                         manner as in the airplane
                         under the same flight
                         conditions.
----------------------------------------------------------------------------------------------------------------
3.f...................  The FTD must provide         .....     X
                         control forces and control
                         travel of sufficient
                         precision to manually fly
                         an instrument approach.
----------------------------------------------------------------------------------------------------------------
4. Instructor or Evaluator Facilities
----------------------------------------------------------------------------------------------------------------
4.a...................  In addition to the flight       X      X      X   These seats need not be a replica of
                         crewmember stations,                              an aircraft seat and may be as simple
                         suitable seating                                  as an office chair placed in an
                         arrangements for an                               appropriate position.
                         instructor/check airman
                         and FAA Inspector must be
                         available. These seats
                         must provide adequate view
                         of crewmember's panel(s).
----------------------------------------------------------------------------------------------------------------
4.b...................  The FTD must have               X      X      X
                         instructor controls that
                         permit activation of
                         normal, abnormal, and
                         emergency conditions as
                         may be appropriate. Once
                         activated, proper system
                         operation must result from
                         system management by the
                         crew and not require input
                         from the instructor
                         controls.
----------------------------------------------------------------------------------------------------------------
 
  5. Motion System (not required)...............................................................................
----------------------------------------------------------------------------------------------------------------
5.a...................  The FTD may have a motion    .....     X      X   The motion system standards set out in
                         system, if desired,                               part 60, appendix A for at least
                         although it is not                                Level A simulators is acceptable.
                         required. If a motion
                         system is installed and
                         additional training,
                         testing, or checking
                         credits are being sought
                         on the basis of having a
                         motion system, the motion
                         system operation must not
                         be distracting and must be
                         coupled closely to provide
                         integrated sensory cues.
                         The motion system must
                         also respond to abrupt
                         input at the pilot's
                         position within the
                         allotted time, but not
                         before the time when the
                         airplane would respond
                         under the same conditions.
                        A Subjective Test is
                         required..
----------------------------------------------------------------------------------------------------------------
 
6. Visual System (not required).................................................................................
----------------------------------------------------------------------------------------------------------------
6.a...................  The FTD may have a visual       X      X      X
                         system, if desired,
                         although it is not
                         required. If a visual
                         system is installed, it
                         must not be distracting.
----------------------------------------------------------------------------------------------------------------

[[Page 137]]

 
6.b...................  If a visual system is installed and additional training, testing, or checking credits
                         are being sought on the basis of having a visual system, the visual system must meet
                         the following criteria:
----------------------------------------------------------------------------------------------------------------
6.b.1.................  The visual system must          X      X      X
                         respond to abrupt input at
                         the pilot's position.
                        An SOC is required.........
                        A Subjective Test is
                         required..
----------------------------------------------------------------------------------------------------------------
6.b.2.................  The visual system must be       X      X      X
                         at least a single channel,
                         non-collimated display?.
                        An SOC is required.........
                        A Subjective Test is
                         required..
----------------------------------------------------------------------------------------------------------------
6.b.3.................  The visual system must          X      X      X
                         provide at least a field
                         of view of 18[deg]
                         vertical/24[deg]
                         horizontal for the pilot
                         flying..
                        An SOC is required.........
----------------------------------------------------------------------------------------------------------------
6.b.4.................  The visual system must          X      X      X
                         provide for a maximum
                         parallax of 10[deg] per
                         pilot.
                        An SOC is required.........
----------------------------------------------------------------------------------------------------------------
6.b.5.................  The visual scene content        X      X      X
                         may not be distracting.
                        An SOC is required.........
                        A Subjective Test is
                         required..
----------------------------------------------------------------------------------------------------------------
6.b.6.................  The minimum distance from       X      X      X
                         the pilot's eye position
                         to the surface of a direct
                         view display may not be
                         less than the distance to
                         any front panel instrument.
                        An SOC is required.........
----------------------------------------------------------------------------------------------------------------
6.b.7.................  The visual system must          X      X      X
                         provide for a minimum
                         resolution of 5 arc-
                         minutes for both computed
                         and displayed pixel size.
                        An SOC is required.........
----------------------------------------------------------------------------------------------------------------
 
  7. Sound System...............................................................................................
----------------------------------------------------------------------------------------------------------------
7.a...................  The FTD must simulate        .....  .....     X
                         significant cockpit sounds
                         resulting from pilot
                         actions that correspond to
                         those heard in the
                         airplane.
----------------------------------------------------------------------------------------------------------------
----------------------------------------------------------------------------------------------------------------

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

________________________________________________________________________

                            Begin Information

    1. For the purposes of this attachment, the flight conditions 
specified in the Flight Conditions Column of Table B2A, are defined as 
follows:
    (1) Ground--on ground, independent of airplane configuration;
    (2) Take-off--gear down with flaps/slats in any certified takeoff 
position;
    (3) First segment climb--gear down with flaps/slats in any certified 
takeoff position (normally not above 50 ft AGL);
    (4) Second segment climb--gear up with flaps/slats in any certified 
takeoff position (normally between 50 ft and 400 ft AGL);
    (5) Clean--flaps/slats retracted and gear up;
    (6) Cruise--clean configuration at cruise altitude and airspeed;
    (7) Approach--gear up or down with flaps/slats at any normal 
approach position as recommended by the airplane manufacturer; and
    (8) Landing--gear down with flaps/slats in any certified landing 
position.
    2. The format for numbering the objective tests in appendix A, 
Attachment 2, Table A2A, and the objective tests in appendix B, 
Attachment 2, Table B2A, is identical. However, each test required for 
FFSs is not necessarily required for FTDs. Also, each test required for 
FTDs is not necessarily required

[[Page 138]]

for FFSs. Therefore, when a test number (or series of numbers) is not 
required, the term ``Reserved'' is used in the table at that location. 
Following this numbering format provides a degree of commonality between 
the two tables and substantially reduces the potential for confusion 
when referring to objective test numbers for either FFSs or FTDs.
    3. The QPS Requirements section imposes a duty on the sponsor or 
other data provider to ensure that a steady state condition exists at 
the instant of time captured by the ``snapshot'' for cases where the 
objective test results authorize a ``snapshot test'' or a ``series of 
snapshot tests'' results in lieu of a time-history. This is often 
verified by showing that a steady state condition existed from some 
period prior to, through some period following, the snap shot. The time 
period most frequently used is from 5 seconds prior through 2 seconds 
following the instant of time captured by the snap shot. Other time 
periods may be acceptable as authorized by the NSPM.
    4. The reader is encouraged to review the Airplane Flight Simulator 
Evaluation Handbook, Volumes I and II, published by the Royal 
Aeronautical Society, London, UK, and FAA Advisory Circulars (AC) 25-7, 
as may be amended, Flight Test Guide for Certification of Transport 
Category Airplanes, and (AC) 23-8, as may be amended, Flight Test Guide 
for Certification of Part 23 Airplanes, for references and examples 
regarding flight testing requirements and techniques.
    5. If relevant winds are present in the objective data, the wind 
vector should be clearly noted as part of the data presentation, 
expressed in conventional terminology, and related to the runway being 
used for the test.
    6. A Level 4 FTD does not require objective tests and therefore, 
Level 4 is not addressed in the following table.

                             End Information

________________________________________________________________________

                         Begin QPS Requirements

                          1. Test Requirements

    a. The ground and flight tests required for qualification are listed 
in Table B2A Objective Evaluation. Computer generated FTD test results 
must be provided for each test except where an alternate test is 
specifically authorized by the NSPM. If a flight condition or operating 
condition is required for the test but does not apply to the airplane 
being simulated or to the qualification level sought, it may be 
disregarded (e.g., an engine out missed approach for a single-engine 
airplane; a maneuver using reverse thrust for an airplane without 
reverse thrust capability). Each test result is compared against the 
validation data described in Sec. 60.13, and in appendix B. The results 
must be produced on an appropriate recording device acceptable to the 
NSPM and must include FTD number, date, time, conditions, tolerances, 
and appropriate dependent variables portrayed in comparison to the 
validation data. Time histories are required unless otherwise indicated 
in Table B2A. All results must be labeled using the tolerances and units 
given.
    b. Table B2A in this attachment sets out the test results required, 
including the parameters, tolerances, and flight conditions for FTD 
validation. Tolerances are provided for the listed tests because 
mathematical modeling and acquisition and development of reference data 
are often inexact. All tolerances listed in the following tables are 
applied to FTD performance. When two tolerance values are given for a 
parameter, the less restrictive may be used unless otherwise indicated.
    c. Certain tests included in this attachment must be supported with 
a Statement of Compliance and Capability (SOC). In Table B2A, 
requirements for SOCs are indicated in the ``Test Details'' column.
    d. When operational or engineering judgment is used in making 
assessments for flight test data applications for FTD validity, such 
judgment must not be limited to a single parameter. For example, data 
that exhibit rapid variations of the measured parameters may require 
interpolations or a ``best fit'' data section. All relevant parameters 
related to a given maneuver or flight condition must be provided to 
allow overall interpretation. When it is difficult or impossible to 
match FTD to airplane data throughout a time history, differences must 
be justified by providing a comparison of other related variables for 
the condition being assessed.
    e. It is not acceptable to program the FTD so that the mathematical 
modeling is correct only at the validation test points. Unless noted 
otherwise, tests must represent airplane performance and handling 
qualities at operating weights and centers of gravity (CG) typical of 
normal operation. If a test is supported by aircraft data at one extreme 
weight or CG, another test supported by aircraft data at mid-conditions 
or as close as possible to the other extreme is necessary. Certain tests 
that are relevant only at one extreme CG or weight condition need not be 
repeated at the other extreme. The results of the tests for Level 6 are 
expected to be indicative of the device's performance and handling 
qualities throughout all of the following:
    (1) The airplane weight and CG envelope;
    (2) The operational envelope; and
    (3) Varying atmospheric ambient and environmental conditions--
including the extremes authorized for the respective airplane or set of 
airplanes.
    f. When comparing the parameters listed to those of the airplane, 
sufficient data must

[[Page 139]]

also be provided to verify the correct flight condition and airplane 
configuration changes. For example, to show that control force is within 
the parameters for a static stability test, data to show the correct 
airspeed, power, thrust or torque, airplane configuration, altitude, and 
other appropriate datum identification parameters must also be given. If 
comparing short period dynamics, normal acceleration may be used to 
establish a match to the airplane, but airspeed, altitude, control 
input, airplane configuration, and other appropriate data must also be 
given. If comparing landing gear change dynamics, pitch, airspeed, and 
altitude may be used to establish a match to the airplane, but landing 
gear position must also be provided. All airspeed values must be 
properly annotated (e.g., indicated versus calibrated). In addition, the 
same variables must be used for comparison (e.g., compare inches to 
inches rather than inches to centimeters).
    g. The QTG provided by the sponsor must clearly describe how the FTD 
will be set up and operated for each test. Each FTD subsystem may be 
tested independently, but overall integrated testing of the FTD must be 
accomplished to assure that the total FTD system meets the prescribed 
standards. A manual test procedure with explicit and detailed steps for 
completing each test must also be provided.
    h. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot test'' results in lieu of a 
time-history result, the sponsor or other data provider must ensure that 
a steady state condition exists at the instant of time captured by the 
``snapshot.''
    i. For previously qualified FTDs, the tests and tolerances of this 
attachment may be used in subsequent continuing qualification 
evaluations for any given test if the sponsor has submitted a proposed 
MQTG revision to the NSPM and has received NSPM approval.
    j. FTDs are evaluated and qualified with an engine model simulating 
the airplane data supplier's flight test engine. For qualification of 
alternative engine models (either variations of the flight test engines 
or other manufacturer's engines) additional tests with the alternative 
engine models may be required. This Attachment contains guidelines for 
alternative engines.
    k. Testing Computer Controlled Airplane (CCA) simulators, or other 
highly augmented airplane simulators, flight test data is required for 
the Normal (N) and/or Non-normal (NN) control states, as indicated in 
this Attachment. Where test results are independent of control state, 
Normal or Non-normal control data may be used. All tests in Table A2A 
require test results in the Normal control state unless specifically 
noted otherwise in the Test Details section following the CCA 
designation. The NSPM will determine what tests are appropriate for 
airplane simulation data. When making this determination, the NSPM may 
require other levels of control state degradation for specific airplane 
tests. Where Non-normal control states are required, test data must be 
provided for one or more Non-normal control states, and must include the 
least augmented state. Where applicable, flight test data must record 
Normal and Non-normal states for:
    (1) Pilot controller deflections or electronically generated inputs, 
including location of input; and
    (2) Flight control surface positions unless test results are not 
affected by, or are independent of, surface positions.
    l. Tests of handling qualities must include validation of 
augmentation devices. FTDs for highly augmented airplanes will be 
validated both in the unaugmented configuration (or failure state with 
the maximum permitted degradation in handling qualities) and the 
augmented configuration. Where various levels of handling qualities 
result from failure states, validation of the effect of the failure is 
necessary. Requirements for testing will be mutually agreed to between 
the sponsor and the NSPM on a case-by-case basis.
    m. Some tests will not be required for airplanes using airplane 
hardware in the FTD cockpit (e.g., ``side stick controller''). These 
exceptions are noted in Section 2 ``Handling Qualities'' in Table B2A of 
this attachment. However, in these cases, the sponsor must provide a 
statement that the airplane hardware meets the appropriate 
manufacturer's specifications and the sponsor must have supporting 
information to that fact available for NSPM review.

                          End QPS Requirements



[[Page 140]]

________________________________________________________________________

                                                 Table B2A--Flight Training Device (FTD) Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                   <<< QPS Requirements                                       << Information 
                    Test                                                                                         FTD level  ----------------------------
--------------------------------------------      Tolerances         Flight conditions       Test details     --------------
        Number                 Title                                                                             5      6               Notes
--------------------------------------------------------------------------------------------------------------------------------------------------------
1. Performance
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a..................  (Reserved)..........
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b..................  Takeoff.............
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.1................  Ground Acceleration   5% time or 1                           of 80% of the                       sought.
                                              sec.                                        segment from brake
                                                                                          release to VR.
                                                                                          Preliminary
                                                                                          aircraft
                                                                                          certification data
                                                                                          may be used.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.2. through 1.b.6.  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.7................  Rejected Takeoff....  3% time or 1                           segment from
                                              second.                                     initiation of the
                                                                                          Rejected Takeoff to
                                                                                          full stop.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.8................  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c..................  Climb
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.1................  Normal Climb all      3 kt airspeed,                           airplane
                                              5% or 100                         Record at nominal
                                              ft/min (0.5 m/sec)                          climb speed and at
                                              climb rate.                                 nominal altitude.
                                                                                          May be a snapshot
                                                                                          test result.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.2. through 1.c.4.  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d..................  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e..................  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 141]]

 
1.f..................  Engines
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f.1................  Acceleration........  10% Tt, 1 sec for                             Torque, Manifold                    to reaching 90% of go
                                              Level 5.                                    Pressure) from idle                 around power.
                                                                                          to maximum takeoff
                                                                                          power for a rapid
                                                                                          (slam) throttle
                                                                                          movement.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f.2................  Deceleration........  10% Tt, or 1 sec for                             Torque, Manifold                    to reaching 90% decay of
                                              Level 5.                                    Pressure) from                      maximum takeoff power.
                                                                                          maximum takeoff
                                                                                          power to idle for a
                                                                                          rapid (slam)
                                                                                          throttle movement.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2. Handling Qualities
--------------------------------------------------------------------------------------------------------------------------------------------------------
                       (3) For FTDs requiring Static tests at the controls (i.e., column, wheel, rudder        .....  .....  Testing of position versus
                        pedal), special test fixtures will not be required during initial or upgrade                          force is not applicable if
                        evaluations if the sponsor's QTG/MQTG shows both test fixture resultsand the results                  forces are generated
                        of an alternative approach, such as computer plots produced concurrently, that show                   solely by use of airplane
                        satisfactory agreement. Repeat of the alternative method during the initial or                        hardware in the FTD.
                        upgrade evaluation would then satisfy this test requirement
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a..................  (3) Static Control Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1.a..............  Pitch Controller      2 lb (0.9 daN)                           an uninterrupted
                        and Surface           breakout, 10%                         the stops.
                        Calibration.          or 5 lb (2.2
                                              daN) force, 2[d
                                              eg] elevator.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1.b..............  Pitch Controller      2 lb (0.9 daN)                           an uninterrupted                    continuing qualification
                                              breakout, 10%                         the stops.                          to design the control feel
                                              or 5 lb (2.2                                                                manually fly an instrument
                                              daN) force.                                                                     approach; and not to
                                                                                                                              compare results to flight
                                                                                                                              test or other such data.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.2.a..............  Roll Controller       2 lb (0.9 daN)                           an uninterrupted
                        and Surface           breakout, 10%                         the stops.
                        Calibration.          or 3 lb (1.3
                                              daN) force, 2[d
                                              eg] aileron, 3[d
                                              eg] spoiler angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 142]]

 
2.a.2.b..............  Roll Controller       2 lb (0.9 daN)                           an uninterrupted                    continuing qualification
                                              breakout, 10%                         the stops.                          to design the control feel
                                              or 3 lb (1.3                                                                manually fly an instrument
                                              daN) force.                                                                     approach; and not to
                                                                                                                              compare results to flight
                                                                                                                              test or other such data.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.3.a..............  Rudder Pedal          5 lb (2.2 daN)                           an uninterrupted
                        and Surface           breakout, 10%                         the stops.
                        Calibration.          or 5 lb (2.2
                                              daN) force, 2[d
                                              eg] rudder angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.3.b..............  Rudder Pedal          5 lb (2.2 daN)                           an uninterrupted                    continuing qualification
                                              breakout, 10%                         the stops.                          to design the control feel
                                              or 5 lb (2.2                                                                manually fly an instrument
                                              daN) force.                                                                     approach; and not to
                                                                                                                              compare results to flight
                                                                                                                              test or other such data.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.4................  Nosewheel Steering    2 lb (0.9 daN)
                                              breakout, 10%
                                              or 3 lb (1.3
                                              daN) force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.5................  Rudder Pedal          2[deg] nosewheel
                        Calibration.          angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.6................  Pitch Trim Indicator  0.5[deg] of                                                                  to compare the FTD against
                        Position              computed trim                                                                   design data or equivalent.
                        Calibration.          surface angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.7................  (Reserved)..........
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 143]]

 
2.a.8................  Alignment of Cockpit  5[deg] of                                simultaneous
                        Selected Engine       throttle lever                              recording for all
                        Parameter.            angle 0.8                         tolerances apply
                                              in (2 cm) for power                         against airplane
                                              control without                             data and between
                                              angular travel.                             engines. In the
                                                                                          case of propeller
                                                                                          powered airplanes,
                                                                                          if a propeller
                                                                                          lever is present,
                                                                                          it must also be
                                                                                          checked.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.9................  Brake Pedal Position  5 lb (2.2 daN)                           required: zero and                  RTO credit is sought.
                                              or 10% force.                               maximum deflection.
                                                                                          Computer output
                                                                                          results may be used
                                                                                          to show compliance.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b..................  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c..................  Longitudinal Control Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                       Power setting is that required for level flight unless otherwise specified
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.1................  Power Change Force..  5 lb (2.2 daN)                           snapshot test
                                              or, 20% force.                           change dynamics
                                                                                          test as described
                                                                                          in test 2.c.1 of
                                                                                          Table A2A of this
                                                                                          part will be
                                                                                          accepted.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.2................  Flap/Slat Change      5 lb (2.2 daN)     initial flap          snapshot test
                                              or, 20% force.     approach to landing.  change dynamics
                                                                                          test as described
                                                                                          in test 2.c.2 of
                                                                                          Table A2A of this
                                                                                          part will be
                                                                                          accepted.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3................  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.4................  Gear Change Force...  5 lb (2.2 daN)     and Approach          snapshot test
                                              or, 20% force.                           change dynamics
                                                                                          test as described
                                                                                          in test 2.c.4 of
                                                                                          Table A2A of this
                                                                                          part will be
                                                                                          accepted.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 144]]

 
2.c.5................  Longitudinal Trim...  0.5[deg] trim      and Landing.          snapshot tests.
                                              surface angle 1[d                         equivalent stick
                                              eg] elevator 1[d                         controllers in lieu
                                              eg] pitch angle                             of elevator and
                                              5% net thrust or
                                              equivalent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.6................  Longitudinal          5 lb (2.2                         results.
                        Force/g).             daN) or 10%
                                              pitch controller
                                              force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.7................  Longitudinal Static   5 lb (2.2                         results. Level 5
                                              daN) or 10%                         positive static
                                              pitch controller                            stability, but need
                                              force.                                      not comply with the
                                                                                          numerical tolerance.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.8................  Stall Warning         3 kts. airspeed,   Climb, and Approach   warning signal.                     entered with thrust at or
                        warning device).      2[deg] bank.                                                                 level (1g).
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.9.a..............  Phugoid Dynamics....  10% period,                              include whichever
                                              10% of time to                           following: Three
                                              \1/2\ or double                             full cycles (six
                                              amplitude or .02                         the input is
                                              of damping ratio.                           completed), or the
                                                                                          number of cycles
                                                                                          sufficient to
                                                                                          determine time to
                                                                                          \1/2\ or double
                                                                                          amplitude.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.9.b..............  Phugoid Dynamics....  10% period,                              include whichever
                                              Representative                              is less of the
                                              damping.                                    following: Three
                                                                                          full cycles (six
                                                                                          overshoots after
                                                                                          the input is
                                                                                          completed), or the
                                                                                          number of cycles
                                                                                          sufficient to
                                                                                          determine
                                                                                          representative
                                                                                          damping.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 145]]

 
2.c.10...............  Short Period          1.5[deg] pitch
                                              angle or 2[d
                                              eg]/sec pitch rate,
                                              0.10g
                                              acceleration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d..................  (3) Lateral Directional Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                       (3) Power setting is that required for level flight unless otherwise specified.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.1................  (Reserved)..........  ....................  ....................  ....................  .....  .....  ...........................
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.2................  Roll Response (Rate)  10% or 2[d                                                             deflection (about one-
                                              eg]/sec roll rate.                                                              third of maximum roll
                                                                                                                              controller travel). May be
                                                                                                                              combined with step input
                                                                                                                              of flight deck roll
                                                                                                                              controller test (2.d.3.).
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3................  Roll Response to      10% or 2[d                                                             (2.d.2.).
                        Input.                eg] bank angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.4.a..............  Spiral Stability....  Correct trend and     Cruise..............  ....................  .....     X   Airplane data averaged from
                                              3[deg] or 10%
                                              bank angle in 20
                                              seconds.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.4.b..............  Spiral Stability....  Correct trend.......  Cruise..............  ....................     X   .....  Airplane data averaged from
                                                                                                                              multiple tests in same
                                                                                                                              direction may be used.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.5................  (Reserved)..........  ....................  ....................  ....................  .....  .....  ...........................
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.6.a..............  Rudder Response.....  2[deg]/sec or                            rudder input and                    30% rudder pedal throw may
                                              10% yaw rate..                           in Dutch Roll Test
                                                                                          (test 2.d.7).
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.6.b..............  Rudder Response.....  Roll rate 2[d                         to a given rudder
                                              eg]/sec, bank angle                         deflection.
                                              3[deg].
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 146]]

 
2.d.7................  Dutch, Roll, (Yaw     0.5 sec or 10%                         cycles with
                                              of period, 10%                         augmentation OFF,
                                              of time to \1/2\ or                         or the number of
                                              double amplitude or                         cycles sufficient
                                              .02 of damping                           to \1/2\ or double
                                              ratio.                                      amplitude.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.8................  Steady State          For given rudder      Approach or Landing.  May be a series of       X      X   Sideslip angle is matched
                        Sideslip.             position 2[d                         results. Propeller                  continuing qualification
                                              eg] bank angle,                             driven airplanes                    evaluations.
                                              1[deg] sideslip                          direction.
                                              angle, 10%
                                              or 2[deg]
                                              aileron, 10%
                                              or 5[deg]
                                              spoiler or
                                              equivalent roll,
                                              controller position
                                              or force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e. through 2.h.....  (Reserved)..........  ....................  ....................  ....................  .....  .....  ...........................
--------------------------------------------------------------------------------------------------------------------------------------------------------
3....................  (Reserved)..........  ....................  ....................  ....................  .....  .....  ...........................
--------------------------------------------------------------------------------------------------------------------------------------------------------
4....................  (Reserved)..........  ....................  ....................  ....................  .....  .....  ...........................
--------------------------------------------------------------------------------------------------------------------------------------------------------
5....................  (Reserved)..........  ....................  ....................  ....................  .....  .....  ...........................
--------------------------------------------------------------------------------------------------------------------------------------------------------
6. FTD System Response Time
--------------------------------------------------------------------------------------------------------------------------------------------------------
6a...................  Latency.............
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                             300 ms (or less)      Take-off cruise, and  One test is required     X      X   ...........................
                                              after airplane        approach or landing.  in each axis
                                              response.                                   (pitch, roll and
                                                                                          yaw) for each of
                                                                                          the three
                                                                                          conditions (take-
                                                                                          off, cruise, and
                                                                                          approach or
                                                                                          landing).
--------------------------------------------------------------------------------------------------------------------------------------------------------
                       Transport Delay. If Transport Delay is chosen to demonstrate response time than
                        Latency, it is expected that when reviewing those existing tests where latency can be
                        identified (e.g., short period, roll response, rudder response) the sponsor and the
                        NSPM will apply additional scrutiny to ensure proper FTD response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                             300 ms (or less)      N/A.................  A separate test is       X      X   ...........................
                                              after controller                            required in each
                                              movement.                                   axis (pitch, roll,
                                                                                          and yaw).
--------------------------------------------------------------------------------------------------------------------------------------------------------


[[Page 147]]

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

     Control Dynamics, paragraph 3.
     Motion System, paragraph 5.
     Sound System, paragraph 6.
     Engineering Simulator Validation Data, paragraph 
8.
     Approval Guidelines for Engineering Simulator 
Validation Data, paragraph 9.
     Validation Test Tolerances, paragraph 10.
     Validation Data Road Map, paragraph 11.
     Acceptance Guidelines for Alternative Engines 
Data, paragraph 12.
     Acceptance Guidelines for Alternative Avionics, 
paragraph 13.
     Transport Delay Testing, paragraph 14.
     Continuing Qualification Evaluation Validation 
Data Presentation, paragraph 15.

             4. Alternative Objective Data for FTD Level 5.

________________________________________________________________________

                         Begin QPS Requirements

    a. This paragraph (including the following tables) is relevant only 
to FTD Level 5. It is provided because this level is required to 
simulate the performance and handling characteristics of a set of 
airplanes with similar characteristics, such as normal airspeed/altitude 
operating envelope and the same number and type of propulsion systems 
(engines).
    b. Tables B2B through B2E reflect FTD performance standards that are 
acceptable to the FAA. A sponsor must demonstrate that a device performs 
within these parameters, as applicable. If a device does not meet the 
established performance parameters for some or for all of the applicable 
tests listed in Tables B2B through B2E, the sponsor may use NSP accepted 
flight test data for comparison purposes for those tests.
    c. Sponsors using the data from Tables B2B through B2E must comply 
with the following:
    (1) Submit a complete QTG, including results from all of the 
objective tests appropriate for the level of qualification sought as set 
out in Table B2A. The QTG must highlight those results that demonstrate 
the performance of the FTD is within the allowable performance ranges 
indicated in Tables B2B through B2E, as appropriate.
    (2) The QTG test results must include all relevant information 
concerning the conditions under which the test was conducted; e.g., 
gross weight, center of gravity, airspeed, power setting, altitude 
(climbing, descending, or level), temperature, configuration, and any 
other parameter that impacts the conduct of the test.
    (3) The test results become the validation data against which the 
initial and all subsequent recurrent evaluations are compared. These 
subsequent evaluations will use the tolerances listed in Table B2A.
    (4) Subjective testing of the device must be performed to determine 
that the device performs and handles like an airplane within the 
appropriate set of airplanes.

   Table B2B. -- Alternative Data Source for FTD Level 5 Small, Single
                     Engine (Reciprocating) Airplane
------------------------------------------------------------------------
          <<< QPS requirement 
-------------------------------------------------------------------------
               Applicable test
---------------------------------------------   Authorized  performance
       No.            Title and procedure                range
------------------------------------------------------------------------
1. Performance
------------------------------------------------------------------------
1.c               Climb.
------------------------------------------------------------------------
1.c.1...........  Normal climb with nominal   Climb rate = 500-1200 fpm
                   gross weight, at best       (2.5-6 m/sec).
                   rate-of-climb airspeed.
------------------------------------------------------------------------
1.f.............  Engines.
------------------------------------------------------------------------
1.f.1...........  Acceleration; idle to       2-4 Seconds.
                   takeoff power.
------------------------------------------------------------------------
1.f.2...........  Deceleration; takeoff       2-4 Seconds.
                   power to idle.
------------------------------------------------------------------------
2. Handling Qualities
------------------------------------------------------------------------
2.c.............  Longitudinal Tests.
------------------------------------------------------------------------
2.c.1...........  Power change force
------------------------------------------------------------------------

[[Page 148]]

 
                  (a) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight at 80% of      force (Pull).
                   normal cruise airspeed
                   with necessary power.
                   Reduce power to flight
                   idle. Do not change trim
                   or configuration. After
                   stabilization, record
                   column force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight at 80% of      force (Push).
                   normal cruise airspeed
                   with necessary power. Add
                   power to maximum setting.
                   Do not change trim or
                   configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.2...........  Flap/slat change force....
------------------------------------------------------------------------
                  (a) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Pull).
                   fully retracted at a
                   constant airspeed within
                   the flaps- extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the flaps to 50%
                   of full flap travel.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Push).
                   extended to 50% of full
                   flap travel, at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the flaps to
                   zero. After stabilized,
                   record stick force
                   necessary to maintain
                   original airspeed.
------------------------------------------------------------------------
2.c.4...........  Gear change force
------------------------------------------------------------------------
                  (a) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Pull).
                   gear retracted at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Push).
                   gear extended, at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.5...........  Longitudinal trim.........  Must be able to trim
                                               longitudinal stick force
                                               to ``zero'' in each of
                                               the following
                                               configurations: cruise;
                                               approach; and landing.
------------------------------------------------------------------------
2.c.7...........  Longitudinal static         Must exhibit positive
                   stability.                  static stability.
------------------------------------------------------------------------
2.c.8...........  Stall warning (actuation
                   of stall warning device)
                   with nominal gross
                   weight; wings level; and
                   a deceleration rate of
                   approximately one (1)
                   knot per second.
------------------------------------------------------------------------
                  (a) Landing configuration.  40-60 knots;  5[deg]
                                               of bank.
------------------------------------------------------------------------
                  (b) Clean configuration...  Landing configuration
                                               speed + 10-20%.
------------------------------------------------------------------------
2.c.9.b.........  Phugoid dynamics..........  Must have a phugoid with a
                                               period of 30-60 seconds.
                                               May not reach \1/2\ or
                                               double amplitude in less
                                               than 2 cycles.
------------------------------------------------------------------------

[[Page 149]]

 
2.d.............  Lateral Directional Tests.
------------------------------------------------------------------------
2.d.2...........  Roll response.............  Must have a roll rate of 6-
                                               40 degrees/second.
                  Roll rate must be measured
                   through at least 30
                   degrees of roll. Aileron
                   control must be deflected
                   \1/2\ (50 percent) of
                   maximum travel.
------------------------------------------------------------------------
2.d.4.b.........  Spiral stability..........  Initial bank angle ( 5
                                               degrees) after 20
                                               seconds.
                  Cruise configuration and
                   normal cruise airspeed.
                   Establish a 20-30 degree
                   bank. When stabilized,
                   neutralize the aileron
                   control and release. Must
                   be completed in both
                   directions of turn.
------------------------------------------------------------------------
2.d.6.b.........  Rudder response...........  6-12 degrees/second yaw
                                               rate.
                  Use 50 percent of maximum
                   rudder deflection.
                   (Applicable to approach
                   or landing
                   configuration.).
------------------------------------------------------------------------
2.d.7...........  Dutch roll, yaw damper off  A period of 2-5 seconds;
                                               and \1/2\-2 cycles.
                  (Applicable to cruise and
                   approach configurations.).
------------------------------------------------------------------------
2.d.8...........  Steady state sideslip.....  2-10 degrees of bank; 4-10
                                               degrees of sideslip; and
                  Use 50 percent rudder       2-10 degrees of aileron.
                   deflection. (Applicable
                   to approach and landing
                   degrees of
                   configurations.).
------------------------------------------------------------------------
6...............  FTD System Response Time.
------------------------------------------------------------------------
6.a.............  Cockpit instrument systems  300 milliseconds or less.
                   response to an abrupt
                   pilot controller input.
                   One test is required in
                   each axis (pitch, roll,
                   yaw).
------------------------------------------------------------------------


 Table B2C--Alternative Data Source for FTD Level 5 Small, Multi-Engine
                        (Reciprocating) Airplane
------------------------------------------------------------------------
          <<< QPS requirement 
-------------------------------------------------------------------------
               Applicable test
---------------------------------------------   Authorized performance
     Number           Title and procedure                range
------------------------------------------------------------------------
1. Performance
------------------------------------------------------------------------
1.c               Climb
------------------------------------------------------------------------
1.c.1...........  Normal climb with nominal   Climb airspeed = 95-115
                   gross weight, at best       knots. Climb rate = 500-
                   rate-of-climb airspeed.     1500 fpm (2.5-7.5 m/sec).
------------------------------------------------------------------------
1.f.............  Engines
------------------------------------------------------------------------
1.f.1...........  Acceleration; idle to       2-5 Seconds
                   takeoff power.
------------------------------------------------------------------------
1.f.2...........  Deceleration; takeoff       2-5 Seconds
                   power to idle.
------------------------------------------------------------------------
2. Handling Qualities
------------------------------------------------------------------------
2.c Longitudinal Tests
------------------------------------------------------------------------
2.c.1...........  Power change force
------------------------------------------------------------------------
                  a) Trim for straight and    10-25 lbs (2.2-6.6 daN) of
                   level flight at 80% of      force (Pull).
                   normal cruise airspeed
                   with necessary power.
                   Reduce power to flight
                   idle. Do not change trim
                   or configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------

[[Page 150]]

 
                  b) Trim for straight and    5-15 lbs (2.2-6.6 daN) of
                   level flight at 80% of      force (Push).
                   normal cruise airspeed
                   with necessary power. Add
                   power to maximum setting.
                   Do not change trim or
                   configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.2...........  Flap/slat change force....  ..........................
------------------------------------------------------------------------
                  a) Trim for straight and    5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Pull).
                   fully retracted at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the flaps to 50%
                   of full flap travel.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  b) Trim for straight and    5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Push).
                   extended to 50% of full
                   flap travel, at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the flaps to
                   zero. After stabilized,
                   record stick force
                   necessary to maintain
                   original airspeed.
------------------------------------------------------------------------
2.c.4...........  Gear change force
------------------------------------------------------------------------
                  a) Trim for straight and    2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Pull).
                   gear retracted at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  b) Trim for straight and    2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Push).
                   gear extended, at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.4...........  Longitudinal trim.........  Must be able to trim
                                               longitudinal stick force
                                               to ``zero'' in each of
                                               the following
                                               configurations: cruise;
                                               approach; and landing.
------------------------------------------------------------------------
2.c.7...........  Longitudinal static         Must exhibit positive
                   stability.                  static stability.
------------------------------------------------------------------------
2.c.8...........  Stall warning (actuation    ..........................
                   of stall warning device)
                   with nominal gross
                   weight; wings level; and
                   a deceleration rate of
                   approximately one (1)
                   knot per second.
------------------------------------------------------------------------
                  a) Landing configuration:.  60-90 knots;  5[deg]
                                               of bank.
------------------------------------------------------------------------
                  b) Clean configuration:...  Landing configuration
                                               speed + 10-20%.
------------------------------------------------------------------------
2.c.9.b.........  Phugoid dynamics..........  Must have a phugoid with a
                                               period of 30-60 seconds.
                                               May not reach \1/2\ or
                                               double amplitude in less
                                               than 2 cycles.
------------------------------------------------------------------------
2.d.............  Lateral Directional Tests
------------------------------------------------------------------------
2.d.2...........  Roll response.............  Must have a roll rate of 6-
                                               40 degrees/second.
                  Roll rate must be measured  ..........................
                   through at least 30
                   degrees of roll..
                  Aileron control must be     ..........................
                   deflected \1/2\ (50
                   percent) of maximum
                   travel.
------------------------------------------------------------------------

[[Page 151]]

 
2.d.4.b.........  Spiral stability..........  Initial bank angle ( 5
                                               degrees) after 20
                                               seconds.
                  Cruise configuration and    ..........................
                   normal cruise airspeed.
                   Establish a 20-30 degree
                   bank. When stabilized,
                   neutralize the aileron
                   control and release. Must
                   be completed in both
                   directions of turn.
------------------------------------------------------------------------
2.d.6.b.........  Rudder response...........  6-12 degrees/second yaw
                                               rate.
                  Use 50 percent of maximum   ..........................
                   rudder deflection.
                   (Applicable to approach
                   or landing
                   configuration.).
------------------------------------------------------------------------
2.d.7...........  Dutch roll, yaw damper off  A period of 2-5 seconds;
                   (Applicable to cruise and   and \1/2\-2 cycles.
                   approach configurations.).
------------------------------------------------------------------------
2.d.8...........  Steady state sideslip.....  2-10 degrees of bank; 4-10
                                               degrees of sideslip; and
                                               2-10 degrees of aileron.
                  Use 50 percent rudder       ..........................
                   deflection. (Applicable
                   to approach and landing
                   configurations.).
------------------------------------------------------------------------
6. FTD System Response Time
------------------------------------------------------------------------
6.a.............  Cockpit instrument systems  300 milliseconds or less.
                   response to an abrupt
                   pilot controller input.
                   One test is required in
                   each axis (pitch, roll,
                   yaw).
------------------------------------------------------------------------


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

[[Page 152]]

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

[[Page 153]]

 
                  Use 50 percent of maximum
                   rudder deflection.
                   (Applicable to approach
                   or landing
                   configuration.).
------------------------------------------------------------------------
2.d.7...........  Dutch roll, yaw damper off  A period of 2-5 seconds;
                                               and 1.2-3 cycles.
                  (Applicable to cruise and
                   approach configurations.).
------------------------------------------------------------------------
2.d.8...........  Steady state sideslip.....  2-10 degrees of bank; 4-10
                                               degrees of sideslip; and
                                               2-10 degrees of aileron.
                  Use 50 percent rudder
                   deflection. (Applicable
                   to approach and landing
                   degrees of
                   configurations.).
------------------------------------------------------------------------
6. FTD System Response Time
------------------------------------------------------------------------
6.a.............  Cockpit instrument systems  300 milliseconds or less.
                   response to an abrupt
                   pilot controller input.
                   One test is required in
                   each axis (pitch, roll,
                   yaw).
------------------------------------------------------------------------


 Table B2E--Alternative Data Source for FTD Level 5 Multi-Engine (Turbo-
                           Propeller) Airplane
------------------------------------------------------------------------
          <<< QPS requirement 
-------------------------------------------------------------------------
               Applicable test
---------------------------------------------   Authorized performance
       No.            Title and procedure                range
------------------------------------------------------------------------
1. Performance
------------------------------------------------------------------------
1.c.............  Climb
------------------------------------------------------------------------
1.b.1...........  Normal climb with nominal   Climb airspeed= 120-140
                   gross weight, at best       knots.
                   rate-of-climb airspeed     Climb rate= 1000-3000 fpm
                                               (5-15 m/sec).
------------------------------------------------------------------------
1.f.............  Engines
------------------------------------------------------------------------
1.f.1...........  Acceleration; idle to       2-6 Seconds.
                   takeoff power.
------------------------------------------------------------------------
1.f.2...........  Deceleration; takeoff       1-5 Seconds.
                   power to idle.
------------------------------------------------------------------------
2. Handling Qualities
------------------------------------------------------------------------
2.c Longitudinal Tests
------------------------------------------------------------------------
2.c.1...........  Power change force
------------------------------------------------------------------------
                  a) Trim for straight and    8 lbs (3.5 daN) of Push
                   level flight at 80% of      force to 8 lbs (3.5 daN)
                   normal cruise airspeed      of Pull force.
                   with necessary power.
                   Reduce power to flight
                   idle. Do not change trim
                   or configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed
                 -------------------------------------------------------
                  OR
                 -------------------------------------------------------
                  b) Trim for straight and    12-22 lbs (5.3-9.7 daN) of
                   level flight at 80% of      force (Push).
                   normal cruise airspeed
                   with necessary power. Add
                   power to maximum setting.
                   Do not change trim or
                   configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed
------------------------------------------------------------------------
2.c.2...........  Flap/slat change force
                 -------------------------------------------------------

[[Page 154]]

 
                  a) Trim for straight and    5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Pull).
                   fully retracted at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the flaps to 50%
                   of full flap travel.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed
                 -------------------------------------------------------
                  OR
                 -------------------------------------------------------
                  b) Trim for straight and    5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Push).
                   extended to 50% of full
                   flap travel, at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the flaps to
                   zero. After stabilized,
                   record stick force
                   necessary to maintain
                   original airspeed
------------------------------------------------------------------------
2.c.4...........  Gear change force
                 -------------------------------------------------------
                  a) Trim for straight and    2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Pull).
                   gear retracted at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed
                 -------------------------------------------------------
                  OR
                 -------------------------------------------------------
                  b) Trim for straight and    2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Push).
                   gear extended, at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed
------------------------------------------------------------------------
2.b.5...........  Longitudinal trim.........  Must be able to trim
                                               longitudinal stick force
                                               to ``zero'' in each of
                                               the following
                                               configurations; cruise;
                                               approach; and landing.
------------------------------------------------------------------------
2.c.7...........  Longitudinal static         Must exhibit positive
                   stability.                  static stability.
------------------------------------------------------------------------
2.c.8...........  Stall warning (actuation    ..........................
                   of stall warning device)
                   with nominal gross
                   weight; wings level; and
                   a deceleration rate of
                   approximately one (1)
                   knot per second
                 -------------------------------------------------------
                  a) Landing configuration..  80-100 knots;  5[deg]
                                               of bank.
                 -------------------------------------------------------
                  b) Clean configuration....  Landing configuration
                                               speed + 10-20%
                 -------------------------------------------------------
2.c.8.b.........  Phugoid dynamics..........  Must have a phugoid with a
                                               period of 30-60 seconds.
                                               May not reach \1/2\ or
                                               double amplitude in less
                                               than 2 cycles.
------------------------------------------------------------------------
2.d Lateral Directional Test............................................
------------------------------------------------------------------------
2.d.2...........  Roll response.............  Must have a roll rate of 6-
                  Roll rate must be measured   40 degrees/second.
                   through at least 30
                   degrees of roll..
                  Aileron control must be
                   deflected approximately
                   \1/2\ (50 percent) of
                   maximum travel.
------------------------------------------------------------------------
2.d.4.b.........  Spiral stability..........  Initial bank angle (5
                   normal cruise airspeed.     degrees) after 20
                   Establish a 20-30 degree    seconds.
                   bank. When stabilized,
                   neutralize the aileron
                   control and release. Must
                   be completed in both
                   directions of turn.
------------------------------------------------------------------------

[[Page 155]]

 
2.d.6.b.........  Rudder response...........  6-12 degrees/second yaw
                  Use 50 percent of maximum    rate.
                   rudder deflection.
                  (Applicable to approach or
                   landing configuration.).
------------------------------------------------------------------------
2.d.7...........  Dutch roll, yaw damper off  A period of 2-5 seconds;
                  (Applicable to cruise and    and \1/2\-3 cycles.
                   approach configurations.).
------------------------------------------------------------------------
2.d.8...........  Steady state sideslip.....  2-10 degrees of bank;
                  Use 50 percent rudder       4-10 degrees of sideslip;
                   deflection.                 and
                  (Applicable to approach     2-10 degrees of aileron.
                   and landing
                   configurations.).
------------------------------------------------------------------------
6. FTD System Response Time
------------------------------------------------------------------------
6.a.............  Cockpit instrument systems  300 milliseconds or less.
                   response to an abrupt
                   pilot controller input.
                   One test is required in
                   each axis (pitch, roll,
                   yaw)
------------------------------------------------------------------------

                          End QPS Requirements

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

________________________________________________________________________

                            Begin Information

    a. In recent years, considerable progress has been made by highly 
experienced aircraft and FTD manufacturers in improvement of aerodynamic 
modeling techniques. In conjunction with increased accessibility to very 
high powered computer technology, these techniques have become quite 
sophisticated. Additionally, those who have demonstrated success in 
combining these modeling techniques with minimal flight testing have 
incorporated the use of highly mature flight controls models and have 
had extensive experience in comparing the output of their effort with 
actual flight test data--and they have been able to do so on an 
iterative basis over a period of years.
    b. It has become standard practice for experienced FTD manufacturers 
to use such techniques as a means of establishing data bases for new FTD 
configurations while awaiting the availability of actual flight test 
data; and then comparing this new data with the newly available flight 
test data. The results of such comparisons have, as reported by some 
recognized and experienced simulation experts, become increasingly 
consistent and indicate that these techniques, applied with appropriate 
experience, are becoming dependably accurate for the development of 
aerodynamic models for use in Level 6 FTDs.
    c. In reviewing this history, the NSPM has concluded that, with 
proper care, those who are experienced in the development of aerodynamic 
models for FTD application can successfully use these modeling 
techniques to acceptably alter the method by which flight test data may 
be acquired and, when applied to Level 6 FTDs, does not compromise the 
quality of that simulation.
    a. The information in the table that follows (Table of Alternative 
Data Sources, Procedures, and Information: Level 6 FTD Only) is 
presented to describe an acceptable alternative to data sources for 
Level 6 FTD modeling and validation, and an acceptable alternative to 
the procedures and instrumentation found in the flight test methods 
traditionally accepted for gathering modeling and validation data.
    (1) Alternative data sources that may be used for part or all of a 
data requirement are the Airplane Maintenance Manual, the Airplane 
Flight Manual (AFM), Airplane Design Data, the Type Inspection Report 
(TIR), Certification Data or acceptable supplemental flight test data.
    (2) The NSPM recommends that use of the alternative instrumentation 
noted in the following Table be coordinated with the NSPM prior to 
employment in a flight test or data gathering effort.
    b. The NSPM position regarding the use of these alternative data 
sources, procedures, and instrumentation is based on three primary 
preconditions and presumptions regarding the objective data and FTD 
aerodynamic program modeling.
    (1) Data gathered through the alternative means does not require 
angle of attack (AOA) measurements or control surface position 
measurements for any flight test. AOA can be sufficiently derived if the 
flight test program insures the collection of acceptable level, 
unaccelerated, trimmed flight data. Angle of attack may be validated by 
conducting the three basic ``fly-by'' trim tests. The FTD time history 
tests should begin in

[[Page 156]]

level, unaccelerated, and trimmed flight, and the results should be 
compared with the flight test pitch angle.
    (2) A simulation controls system model should be rigorously defined 
and fully mature. It should also include accurate gearing and cable 
stretch characteristics (where applicable) that are determined from 
actual aircraft measurements. Such a model does not require control 
surface position measurements in the flight test objective data for 
Level 6 FTD applications.
    c. This table is not applicable to Computer Controlled Aircraft 
FTDs.
    d. Utilization of these alternate data sources, procedures, and 
instrumentation does not relieve the sponsor from compliance with the 
balance of the information contained in this document relative to Level 
6 FTDs.
    e. The term ``inertial measurement system'' allows the use of a 
functional global positioning system (GPS).

                             End Information

________________________________________________________________________

  Table B2F--Alternative Data Sources, Procedures, and Instrumentation
                         Level 6 FTD Information
------------------------------------------------------------------------
                                   Alternative data
   Objective test  reference     sources, procedures,       Notes and
       number  and title          and instrumentation       reminders
------------------------------------------------------------------------
1.b.1.........................  Data may be acquired    This test is
Performance...................   through a               required only
Takeoff.......................   synchronized video      if RTO is
Ground acceleration time......   recording of a stop     sought.
                                 watch and the
                                 calibrated airplane
                                 airspeed indicator.
                                 Hand-record the
                                 flight conditions and
                                 airplane
                                 configuration.
------------------------------------------------------------------------
1.b.7.........................  Data may be acquired    This test is
Performance...................   through a               required only
Takeoff.......................   synchronized video      if RTO is
Rejected takeoff..............   recording of a stop     sought.
                                 watch and the
                                 calibrated airplane
                                 airspeed indicator.
                                 Hand-record the
                                 flight conditions and
                                 airplane
                                 configuration.
------------------------------------------------------------------------
1.c.1.........................  Data may be acquired    ................
Performance...................   with a synchronized
Climb.........................   video of calibrated
Normal climb all engines         airplane instruments
 operating..                     and engine power
                                 throughout the climb
                                 range.
------------------------------------------------------------------------
1.f.1.........................  Data may be acquired    ................
Performance...................   with a synchronized
Engines.......................   video recording of
Acceleration..................   engine instruments
                                 and throttle position.
------------------------------------------------------------------------
1.f.2.........................  Data may be acquired    ................
Performance...................   with a synchronized
Engines.......................   video recording of
Deceleration..................   engine instruments
                                 and throttle position.
------------------------------------------------------------------------
2.a.1.a.......................  Surface position data   ................
Handling qualities............   may be acquired from
Static control tests..........   flight data recorder
Pitch controller position vs.    (FDR) sensor or, if
 force and surface position      no FDR sensor, at
 calibration..                   selected, significant
                                 column positions
                                 (encompassing
                                 significant column
                                 position data
                                 points), acceptable
                                 to the NSPM, using a
                                 control surface
                                 protractor on the
                                 ground (for airplanes
                                 with reversible
                                 control systems, this
                                 function should be
                                 accomplished with
                                 winds less than 5
                                 kt). Force data may
                                 be acquired by using
                                 a hand held force
                                 gauge at the same
                                 column position data
                                 points.
------------------------------------------------------------------------
2.a.2.a.......................  Surface position data   ................
Handling qualities............   may be acquired from
Static control tests..........   flight data recorder
Wheel position vs. force and     (FDR) sensor or, if
 surface position calibration..  no FDR sensor, at
                                 selected, significant
                                 column positions
                                 (encompassing
                                 significant column
                                 position data
                                 points), acceptable
                                 to the NSPM, using a
                                 control surface
                                 protractor on the
                                 ground (for airplanes
                                 with reversible
                                 control systems, this
                                 function should be
                                 accomplished with
                                 winds less than 5
                                 kt). Force data may
                                 be acquired by using
                                 a hand held force
                                 gauge at the same
                                 column position data
                                 points.
------------------------------------------------------------------------

[[Page 157]]

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

[[Page 158]]

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

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

                              1. Discussion

________________________________________________________________________

                            Begin Information

    a. The subjective tests provide a basis for evaluating the 
capability of the FTD to perform over a typical utilization period. The 
items listed in the Table of Functions and

[[Page 159]]

Subjective Tests are used to determine whether the FTD competently 
simulates each required maneuver, procedure, or task; and verifying 
correct operation of the FTD controls, instruments, and systems. The 
tasks do not limit or exceed the authorizations for use of a given level 
of FTD as described on the Statement of Qualification or as may be 
approved by the TPAA. All items in the following paragraphs are subject 
to examination.
    b. All simulated airplane systems functions will be assessed for 
normal and, where appropriate, alternate operations. Simulated airplane 
systems are listed separately under ``Any Flight Phase'' to ensure 
appropriate attention to systems checks. Operational navigation systems 
(including inertial navigation systems, global positioning systems, or 
other long-range systems) and the associated electronic display systems 
will be evaluated if installed. The NSP pilot will include in his report 
to the TPAA, the effect of the system operation and any system 
limitation.
    e. At the request of the TPAA, the NSP Pilot may assess the FTD for 
a special aspect of a sponsor's training program during the functions 
and subjective portion of an evaluation. Such an assessment may include 
a portion of a Line Oriented Flight Training (LOFT) scenario or special 
emphasis items in the sponsor's training program. Unless directly 
related to a requirement for the qualification level, the results of 
such an evaluation would not affect the qualification of the FTD.

                             End Information

________________________________________________________________________

                         Table B3A--Table of Functions and Subjective Tests Level 6 FTD
----------------------------------------------------------------------------------------------------------------
 <<< QPS requirement                                                  No.                           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 cockpit (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.b.; 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:
----------------------------------------------------------------------------------------------------------------

[[Page 160]]

 
4.b.1...............................................    Demonstration of performance characteristics
                                                      (speed vs. power).
----------------------------------------------------------------------------------------------------------------
4.b.2...............................................    Normal turns.
----------------------------------------------------------------------------------------------------------------
4.b.3...............................................    Demonstration of high altitude handling.
----------------------------------------------------------------------------------------------------------------
4.b.4...............................................    Demonstration of high airspeed handling/
                                                      overspeed warning.
----------------------------------------------------------------------------------------------------------------
4.b.5...............................................    Demonstration of Mach effects on control and
                                                      trim.
----------------------------------------------------------------------------------------------------------------
4.b.6...............................................    Steep turns.
----------------------------------------------------------------------------------------------------------------
4.b.10..............................................    In-Flight engine shutdown (procedures only).
----------------------------------------------------------------------------------------------------------------
4.b.11..............................................    In-Flight engine restart (procedures only).
----------------------------------------------------------------------------------------------------------------
4.b.13..............................................    Specific flight characteristics.
----------------------------------------------------------------------------------------------------------------
4.b.14..............................................    Response to loss of flight control power.
----------------------------------------------------------------------------------------------------------------
4.b.15..............................................    Response to other flight control system
                                                      failure modes.
----------------------------------------------------------------------------------------------------------------
4.b.19..............................................    Operations during icing conditions.
----------------------------------------------------------------------------------------------------------------
4.b.20..............................................     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.a.1...............................................  Non-precision Instrument Approaches:
----------------------------------------------------------------------------------------------------------------
5.a.1.a.1...........................................    With use of autopilot and autothrottle, as
                                                      applicable.
----------------------------------------------------------------------------------------------------------------
5.a.1.a.2...........................................    Without use of autopilot and autothrottle, as
                                                      applicable.
----------------------------------------------------------------------------------------------------------------
5.a.1.b.1...........................................    With 10 knot tail wind.
----------------------------------------------------------------------------------------------------------------
5.a.1.b.2...........................................    With 10 knot crosswind.
----------------------------------------------------------------------------------------------------------------
5.a.2...............................................  Precision Instrument Approaches:
----------------------------------------------------------------------------------------------------------------
5.a.2.a.1...........................................    With use of autopilot, autothrottle, and
                                                      autoland, as applicable.
----------------------------------------------------------------------------------------------------------------
5.a.2.a.2...........................................    Without use of autopilot, autothrottle, and
                                                      autoland, as applicable.
----------------------------------------------------------------------------------------------------------------
5.a.2.b.1...........................................    With 10 knot tail wind.
----------------------------------------------------------------------------------------------------------------
5.a.2.b.2...........................................    With 10 knot crosswind.
----------------------------------------------------------------------------------------------------------------
6. Missed Approach
----------------------------------------------------------------------------------------------------------------
6.a.................................................  Manually controlled.
----------------------------------------------------------------------------------------------------------------

[[Page 161]]

 
6.b.................................................  Automatically controlled (if applicable).
----------------------------------------------------------------------------------------------------------------
7. Any Flight Phase, as appropriate
----------------------------------------------------------------------------------------------------------------
7.a.................................................  Normal system operation (installed systems).
----------------------------------------------------------------------------------------------------------------
7.b.................................................  Abnormal/Emergency system operation (installed
                                                       systems).
----------------------------------------------------------------------------------------------------------------
7.c.................................................  Flap operation.
----------------------------------------------------------------------------------------------------------------
7.d.................................................  Landing gear operation.
----------------------------------------------------------------------------------------------------------------
7.e.................................................  Engine Shutdown and Parking.
----------------------------------------------------------------------------------------------------------------
7.e.1...............................................    Systems operation.
----------------------------------------------------------------------------------------------------------------
7.e.2...............................................    Parking brake operation.
----------------------------------------------------------------------------------------------------------------
8. Instructor Operating Station (IOS), as appropriate
----------------------------------------------------------------------------------------------------------------
                                                      Functions in this section are subject to
                                                       evaluation only if appropriate for the airplane
                                                       and/or installed on the specific FTD involved.
8.a.................................................  Power Switch(es).
----------------------------------------------------------------------------------------------------------------
8.b.................................................  Airplane conditions.
----------------------------------------------------------------------------------------------------------------
8.b.1...............................................    Gross weight, center of gravity, and fuel
                                                      loading and allocation.
----------------------------------------------------------------------------------------------------------------
8.b.2...............................................    Airplane systems status.
----------------------------------------------------------------------------------------------------------------
8.b.3...............................................    Ground crew functions (e.g., external power,
                                                      push back).
----------------------------------------------------------------------------------------------------------------
8.c.................................................  Airports.
----------------------------------------------------------------------------------------------------------------
8.c.1...............................................    Selection.
----------------------------------------------------------------------------------------------------------------
8.c.2...............................................    Runway selection.
----------------------------------------------------------------------------------------------------------------
8.c.3...............................................    Preset positions (e.g., ramp, over FAF).
----------------------------------------------------------------------------------------------------------------
8.d.................................................  Environmental controls.
----------------------------------------------------------------------------------------------------------------
8.d.1...............................................    Temperature.
----------------------------------------------------------------------------------------------------------------
8.d.2...............................................    Climate conditions (e.g., ice, rain).
----------------------------------------------------------------------------------------------------------------
8.d.3...............................................    Wind speed and direction.
----------------------------------------------------------------------------------------------------------------
8.e.................................................  Airplane system malfunctions.
----------------------------------------------------------------------------------------------------------------
8.e.1...............................................    Insertion/deletion.
----------------------------------------------------------------------------------------------------------------
8.e.2...............................................    Problem clear.
----------------------------------------------------------------------------------------------------------------
8.f.................................................  Locks, Freezes, and Repositioning.
----------------------------------------------------------------------------------------------------------------
8.f.1...............................................    Problem (all) freeze/release.
----------------------------------------------------------------------------------------------------------------
8.f.2...............................................    Position (geographic) freeze/release.
----------------------------------------------------------------------------------------------------------------
8.f.3...............................................    Repositioning (locations, freezes, and
                                                      releases).
----------------------------------------------------------------------------------------------------------------
8.f.4...............................................    Ground speed control.
----------------------------------------------------------------------------------------------------------------
8.f.5...............................................    Remote IOS, if installed.
----------------------------------------------------------------------------------------------------------------
9. Sound Controls. On/off/adjustment
----------------------------------------------------------------------------------------------------------------

[[Page 162]]

 
10. Control Loading System (as applicable) On/off/
 emergency stop
----------------------------------------------------------------------------------------------------------------
11. Observer Stations
----------------------------------------------------------------------------------------------------------------
11.a................................................  Position.
----------------------------------------------------------------------------------------------------------------
11.b................................................  Adjustments.
----------------------------------------------------------------------------------------------------------------

                          End QPS Requirements

________________________________________________________________________

     Table B3B--Table of Functions and Subjective Tests--Level 5 FTD
------------------------------------------------------------------------
         <<< QPS Requirements 
-------------------------------------------------------------------------
                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
                                     cockpit (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)
------------------------------------------------------------------------

[[Page 163]]

 
6.a...............................  Power Switch(es).
6.b...............................  Preset positions--ground, air.
6.c...............................  Airplane system malfunctions
                                     (Installed systems).
6.c.1.............................    Insertion/deletion.
6.c.2.............................    Problem clear.
------------------------------------------------------------------------


     Table B3C--Table of Functions and Subjective Tests--Level 4 FTD
------------------------------------------------------------------------
         <<< QPS Requirements 
-------------------------------------------------------------------------
                No.                           Operations tasks
------------------------------------------------------------------------
                                    Tasks in this table are subject to
                                     evaluation if appropriate for the
                                     airplane system or systems
                                     simulated as indicated in the SOQ
                                     Configuration List as defined in
                                     appendix B, Attachment 2 of this
                                     part.
------------------------------------------------------------------------
1.................................  Level 4 FTDs are required to have at
                                     least one system. However, the NSP
                                     will accomplish a functions check
                                     of all installed systems, switches,
                                     indicators, and equipment at all
                                     crewmembers' and instructors'
                                     stations, and determine that the
                                     cockpit (or flight deck area)
                                     design and functions replicate the
                                     appropriate airplane.
------------------------------------------------------------------------

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

________________________________________________________________________

                            Begin Information

                            Table of Contents

                             Title of Sample

Figure B4A--Sample Letter, Request for Initial, Upgrade, or 
          Reinstatement Evaluation
Figure B4B--Attachment: FSTD Information Form
Figure B4C--Sample Qualification Test Guide Cover Page
Figure B4D--Sample Statement of Qualification--Certificate
Figure B4E--Sample Statement of Qualification--Configuration List
Figure B4F--Sample Statement of Qualification--List of Qualified Tasks
Figure B4G--Sample Continuing Qualification Evaluation Requirements Page
Figure B4H--Sample MQTG Index of Effective FSTD Directives

[[Page 164]]

[GRAPHIC] [TIFF OMITTED] TR30OC06.015


[[Page 165]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.016


[[Page 166]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.017


[[Page 167]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.018


[[Page 168]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.019


[[Page 169]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.020


[[Page 170]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.021


[[Page 171]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.022


[[Page 172]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.023


[[Page 173]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.024


[[Page 174]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.025


[[Page 175]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.026



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

________________________________________________________________________

                            Begin Information

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

                            Table of Contents

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

[[Page 176]]

    25. FSTD Qualification on the Basis of a Bilateral Aviation Safety 
Agreement (BASA) (Sec. 60.37).
    Attachment 1 to Appendix C to Part 60--General Simulator 
Requirements.
    Attachment 2 to Appendix C to Part 60--Simulator Objective Tests.
    Attachment 3 to Appendix C to Part 60--Simulator Subjective 
Evaluation.
    Attachment 4 to Appendix C to Part 60--Sample Documents.

                             End Information

________________________________________________________________________

                             1. Introduction

________________________________________________________________________

                            Begin Information

    a. This appendix contains background information as well as 
regulatory and informative material as described later in this section. 
To assist the reader in determining what areas are required and what 
areas are permissive, the text in this appendix is divided into two 
sections: ``QPS Requirements'' and ``Information.'' The QPS Requirements 
sections contain details regarding compliance with the part 60 rule 
language. These details are regulatory, but are found only in this 
appendix. The Information sections contain material that is advisory in 
nature, and designed to give the user general information about the 
regulation.
    b. Related Reading References.
    (1) 14 CFR part 60.
    (2) 14 CFR part 61.
    (3) 14 CFR part 63.
    (4) 14 CFR part 119.
    (5) 14 CFR part 121.
    (6) 14 CFR part 125.
    (7) 14 CFR part 135.
    (8) 14 CFR part 141.
    (9) 14 CFR part 142.
    (10) AC 120-35B, Line Operational Simulations: Line-Oriented Flight 
Training, Special Purpose Operational Training, Line Operational 
Evaluation.
    (11) AC 120-57A, Surface Movement Guidance and Control System 
(SMGS).
    (12) AC 150/5300-13, Airport Design.
    (13) AC 150/5340-1G, Standards for Airport Markings.
    (14) AC 150/5340-4C, Installation Details for Runway Centerline 
Touchdown Zone Lighting Systems.
    (15) AC 150/5340-19, Taxiway Centerline Lighting System.
    (16) AC 150/5340-24, Runway and Taxiway Edge Lighting System.
    (17) AC 150/5345-28D, Precision Approach Path Indicator (PAPI) 
Systems.
    (18) AC 150/5390-2B, Heliport Design.
    (19) International Air Transport Association document, ``Flight 
Simulator Design and Performance Data Requirements,'' as amended.
    (20) AC 29-2B, Flight Test Guide for Certification of Transport 
Category Rotorcraft.
    (21) AC 27-1A, Flight Test Guide for Certification of Normal 
Category Rotorcraft.
    (22) International Civil Aviation Organization (ICAO) Manual of 
Criteria for the Qualification of Flight Simulators, as amended.
    (23) Airplane Flight Simulator Evaluation Handbook, Volume I, as 
amended and Volume II, as amended, The Royal Aeronautical Society, 
London, UK.
    (24) FAA Publication FAA-S-8081 series (Practical Test Standards for 
Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot, and 
Instrument Ratings).
    (25) The FAA Aeronautical Information Manual (AIM). An electronic 
version of the AIM is on the internet at http://www.faa.gov/atpubs.

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

                       3. Definitions (Sec. 60.3)

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

           4. Qualification Performance Standards (Sec. 60.4)

________________________________________________________________________

                            Begin Information

    There is no additional regulatory or informational material that 
applies to Sec. 60.4, Qualification Performance Standards.

                             End Information

________________________________________________________________________

                5. Quality Management System (Sec. 60.5)

________________________________________________________________________

[[Page 177]]

                            Begin Information

    See appendix E for additional regulatory and informational material 
regarding Quality Management Systems.

                             End Information

________________________________________________________________________

           6. Sponsor Qualification Requirements (Sec. 60.7)

________________________________________________________________________

                            Begin Information

    a. The intent of the language in Sec. 60.7(b) is to have a specific 
FFS, identified by the sponsor, used at least once in an FAA-approved 
flight training program for the helicopter simulated during the 12-month 
period described. The identification of the specific FFS may change from 
one 12-month period to the next 12-month period as long as that sponsor 
sponsors and uses at least one FFS at least once during the prescribed 
period. There is no minimum number of hours or minimum FFS periods 
required.
    b. The following examples describe acceptable operational practices:
    (1) Example One.
    (a) A sponsor is sponsoring a single, specific FFS for its own use, 
in its own facility or elsewhere--this single FFS forms the basis for 
the sponsorship. The sponsor uses that FFS at least once in each 12-
month period in that sponsor's FAA-approved flight training program for 
the helicopter simulated. This 12-month period is established according 
to the following schedule:
    (i) If the FFS was qualified prior to October 30, 2007 the 12-month 
period begins on the date of the first continuing qualification 
evaluation conducted in accordance with Sec. 60.19 after October 30, 
2007 and continues for each subsequent 12-month period;
    (ii) A device qualified on or after October 30, 2007 will be 
required to undergo an initial or upgrade evaluation in accordance with 
Sec. 60.15. Once the initial or upgrade evaluation is complete, the 
first continuing qualification evaluation will be conducted within 6 
months. The 12 month continuing qualification evaluation cycle begins on 
that date and continues for each subsequent 12-month period.
    (b) There is no minimum number of hours of FFS use required.
    (c) The identification of the specific FFS may change from one 12-
month period to the next 12-month period as long as that sponsor 
sponsors and uses at least one FFS at least once during the prescribed 
period.
    (2) Example Two.
    (a) A sponsor sponsors an additional number of FFSs, in its facility 
or elsewhere. Each additionally sponsored FFS must be--
    (i) Used by the sponsor in the sponsor's FAA-approved flight 
training program for the helicopter simulated (as described in Sec. 
60.7(d)(1));
     OR

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

     OR
    (ii) A statement is obtained from a qualified pilot (having flown 
the helicopter, not the subject FFS or another FFS during the preceding 
12-month period) stating that the performance and handling qualities of 
each FFS in the Chicago and Moscow centers represents the helicopter (as 
described in Sec. 60.7(d)(2)).

                             End Information

________________________________________________________________________

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

________________________________________________________________________

[[Page 178]]

                            Begin Information

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

                             End Information

________________________________________________________________________

                        8. FSTD Use (Sec. 60.11)

________________________________________________________________________

                            Begin Information

    There is no additional regulatory or informational material that 
applies to Sec. 60.11, FSTD Use.

                             End Information

________________________________________________________________________

         9. Simulator Objective Data Requirements (Sec. 60.13)

________________________________________________________________________

                         Begin QPS Requirements

    a. Flight test data used to validate FFS performance and handling 
qualities must have been gathered in accordance with a flight test 
program containing the following:
    (1) A flight test plan consisting of:
    (a) The maneuvers and procedures required for aircraft certification 
and simulation programming and validation.
    (b) For each maneuver or procedure--
    (i) The procedures and control input the flight test pilot and/or 
engineer used.
    (ii) The atmospheric and environmental conditions.
    (iii) The initial flight conditions.
    (iv) The helicopter configuration, including weight and center of 
gravity.
    (v) The data to be gathered.
    (vi) All other information necessary to recreate the flight test 
conditions in the FFS.
    (2) Appropriately qualified flight test personnel.
    (3) An understanding of the accuracy of the data to be gathered 
using appropriate alternative data sources, procedures, and 
instrumentation that is traceable to a recognized standard as described 
in Attachment 2, Table C2D.
    (4) Appropriate and sufficient data acquisition equipment or 
system(s), including appropriate data reduction and analysis methods and 
techniques, as would be acceptable to the FAA's Aircraft Certification 
Service.
    b. The data, regardless of source, must be presented:
    (1) in a format that supports the FFS validation process;
    (2) in a manner that is clearly readable and annotated correctly and 
completely;
    (3) with resolution sufficient to determine compliance with the 
tolerances set forth in Attachment 2, Table C2A of this appendix.
    (4) with any necessary instructions or other details provided, such 
as yaw damper or throttle position; and
    (5) without alteration, adjustments, or bias; however the data may 
be re-scaled, digitized, or otherwise manipulated to fit the desired 
presentation.
    c. After completion of any additional flight test, a flight test 
report must be submitted in support of the validation data. The report 
must contain sufficient data and rationale to support qualification of 
the FFS at the level requested.
    d. As required by Sec. 60.13(f), the sponsor must notify the NSPM 
when it becomes aware that an addition to, an amendment to, or a 
revision of data that may relate to FFS performance or handling 
characteristics is available. The data referred to in this paragraph are 
those data that are used to validate the performance, handling 
qualities, or other characteristics of the aircraft, including data 
related to any relevant changes occurring after the type certificate was 
issued. This notification must be made within 10 working days.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    e. The FFS sponsor is encouraged to maintain a liaison with the 
manufacturer of the aircraft being simulated (or with the holder of the 
aircraft type certificate for the aircraft being simulated if the 
manufacturer is no longer in business), and, if appropriate, with the 
person having supplied the aircraft data package for the FFS in order to 
facilitate the notification required by Sec. 60.13(f).
    f. It is the intent of the NSPM that for new aircraft entering 
service, at a point well in advance of preparation of the Qualification 
Test Guide (QTG), the sponsor should submit to the NSPM for approval, a 
descriptive document (a validation data roadmap) containing the plan for 
acquiring the validation data, including data sources. This document 
should clearly identify sources of data for all required tests, a 
description of the validity of these data for a specific engine type and 
thrust rating configuration, and the revision levels of all avionics 
affecting the performance or flying qualities of the aircraft. 
Additionally, this document should provide other information, such as 
the rationale or explanation for cases where data or data parameters are 
missing, instances where engineering simulation data are used or where 
flight test methods require further explanations. It should also provide 
a brief narrative describing the cause and effect of any deviation

[[Page 179]]

from data requirements. The aircraft manufacturer may provide this 
document.
    g. There is no requirement for any flight test data supplier to 
submit a flight test plan or program prior to gathering flight test 
data. However, the NSPM notes that inexperienced data gatherers often 
provide data that is irrelevant, improperly marked, or lacking adequate 
justification for selection. Other problems include inadequate 
information regarding initial conditions or test maneuvers. The NSPM has 
been forced to refuse these data submissions as validation data for an 
FFS evaluation. It is for this reason that the NSPM recommends that any 
data supplier not previously experienced in this area review the data 
necessary for programming and for validating the performance of the FFS, 
and discuss the flight test plan anticipated for acquiring such data 
with the NSPM well in advance of commencing the flight tests.
    h. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot test'' results in lieu of a 
time-history result, Attachment 2 requires the sponsor or other data 
provider to ensure that a steady state condition exists at the instant 
of time captured by the ``snapshot.'' This is often verified by showing 
that a steady state condition existed from some period of time during 
which the snapshot is taken. The time period most frequently used is 5 
seconds prior through 2 seconds following the instant of time captured 
by the snapshot. This paragraph is primarily addressing the source data 
and the method by which the data provider ensures that the steady state 
condition for the snapshot is representative.
    i. The NSPM will consider, on a case-by-case basis, whether or not 
to approve supplemental validation data derived from flight data 
recording systems such as a Quick Access Recorder or Flight Data 
Recorder.

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                         Begin QPS Requirements

    a. In order to be qualified at a particular qualification level, the 
FFS must:
    (1) Meet the general requirements listed in Attachment 1;
    (2) Meet the objective testing requirements listed in Attachment 2; 
and
    (3) Satisfactorily accomplish the subjective tests listed in 
Attachment 3.
    b. The request described in Sec. 60.15(a) must include all of the 
following:
    (1) A statement that the FFS meets all of the applicable provisions 
of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec. 60.15(b) in such time as to be received no 
later than 5 business days prior to the scheduled evaluation and may be 
forwarded to the NSPM via traditional or electronic means.
    (3) A qualification test guide (QTG), acceptable to the NSPM, that 
includes all of the following:
    (i) Objective data obtained from aircraft testing or another 
approved source.
    (ii) Correlating objective test results obtained from the 
performance of the FFS as prescribed in the applicable QPS.
    (iii) The result of FFS subjective tests prescribed in the 
applicable QPS.
    (iv) A description of the equipment necessary to perform the 
evaluation for initial qualification and the continuing qualification 
evaluations.
    c. The QTG described in paragraph (a)(3) of this section, must 
provide the documented proof of compliance with the simulator objective 
tests in Attachment 2, Table C2A of this appendix.
    d. The QTG is prepared and submitted by the sponsor, or the 
sponsor's agent on behalf of the sponsor, to the NSPM for review and 
approval, and must include, for each objective test:
    (1) Parameters, tolerances, and flight conditions;
    (2) Pertinent and complete instructions for the conduct of automatic 
and manual tests;

[[Page 180]]

    (3) A means of comparing the FFS test results to the objective data;
    (4) Any other information as necessary, to assist in the evaluation 
of the test results;
    (5) Other information appropriate to the qualification level of the 
FFS.
    e. The QTG described in paragraphs (a)(3) and (b) of this section, 
must include the following:
    (1) A QTG cover page with sponsor and FAA approval signature blocks 
(see Attachment 4, Figure C4C, for a sample QTG cover page).
    (2) A continuing qualification evaluation schedule requirements 
page. This page will be used by the NSPM to establish and record the 
frequency with which continuing qualification evaluations must be 
conducted and any subsequent changes that may be determined by the NSPM 
in accordance with Sec. 60.19. See Attachment 4, Figure C4G, for a 
sample Continuing Qualification Evaluation Requirements page.
    (3) An FFS information page that provides the information listed in 
this paragraph (see Attachment 4, Figure C4B, for a sample FFS 
information page). For convertible FFSs, the sponsor must submit a 
separate page for each configuration of the FFS.
    (a) The sponsor's FFS identification number or code.
    (b) The helicopter model and series being simulated.
    (c) The aerodynamic data revision number or reference.
    (d) The engine model(s) and its data revision number or reference.
    (e) The flight control data revision number or reference.
    (f) The flight management system identification and revision level.
    (g) The FFS model and manufacturer.
    (h) The date of FFS manufacture.
    (i) The FFS computer identification.
    (j) The visual system model and manufacturer, including display 
type.
    (k) The motion system type and manufacturer, including degrees of 
freedom.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) List of all relevant data references.
    (7) A glossary of terms and symbols used (including sign conventions 
and units).
    (8) Statements of compliance and capability (SOCs) with certain 
requirements. SOCs must provide references to the sources of information 
that show the capability of the FFS to comply with the requirements. 
SOCs must also provide a rationale explaining how the referenced 
material is used, the mathematical equations and parameter values used, 
and the conclusions reached. Refer to the ``Additional Details'' column 
in Attachment 1, Table C1A, ``Simulator Standards,'' or in the ``Test 
Details'' column in Attachment 2, Table C2A, ``Simulator Objective 
Tests,'' to see when SOCs are required.
    (9) Recording procedures or equipment required to accomplish the 
objective tests.
    (10) The following information for each objective test designated in 
Attachment 2, Table C2A, as applicable to the qualification level 
sought:
    (a) Name of the test.
    (b) Objective of the test.
    (c) Initial conditions.
    (d) Manual test procedures.
    (e) Automatic test procedures (if applicable).
    (f) Method for evaluating FFS objective test results.
    (g) List of all relevant parameters driven or constrained during the 
automatically conducted test(s).
    (h) List of all relevant parameters driven or constrained during the 
manually conducted test(s).
    (i) Tolerances for relevant parameters.
    (j) Source of Validation Data (document and page number).
    (k) Copy of the Validation Data (if located in a separate binder, a 
cross reference for the identification and page number for pertinent 
data location must be provided).
    (l) Simulator Objective Test Results as obtained by the sponsor. 
Each test result must reflect the date completed and must be clearly 
labeled as a product of the device being tested.
    f. A convertible FFS is addressed as a separate FFS for each model 
and series helicopter to which it will be converted and for the FAA 
qualification level sought. If a sponsor seeks qualification for two or 
more models of a helicopter type using a convertible FFS, the sponsor 
must submit a QTG for each helicopter model, or a supplemented QTG for 
each helicopter model. The NSPM will conduct evaluations for each 
helicopter model.
    g. Form and manner of presentation of objective test results in the 
QTG:
    (1) The sponsor's FFS test results must be recorded in a manner 
acceptable to the NSPM, that allows easy comparison of the FFS test 
results to the validation data (e.g., use of a multi-channel recorder, 
line printer, cross plotting, overlays, transparencies).
    (2) FFS results must be labeled using terminology common to 
helicopter parameters as opposed to computer software identifications.
    (3) Validation data documents included in a QTG may be 
photographically reduced only if such reduction will not alter the 
graphic scaling or cause difficulties in scale interpretation or 
resolution.
    (4) Scaling on graphical presentations must provide the resolution 
necessary to evaluate the parameters shown in Attachment 2, Table C2A of 
this appendix.

[[Page 181]]

    (5) Tests involving time histories, data sheets (or transparencies 
thereof) and FFS test results must be clearly marked with appropriate 
reference points to ensure an accurate comparison between the FFS and 
the helicopter with respect to time. Time histories recorded via a line 
printer are to be clearly identified for cross plotting on the 
helicopter data. Over-plots must not obscure the reference data.
    h. The sponsor may elect to complete the QTG objective and 
subjective tests at the manufacturer's facility or at the sponsor's 
training facility. If the tests are conducted at the manufacturer's 
facility, the sponsor must repeat at least one-third of the tests at the 
sponsor's training facility in order to substantiate FFS performance. 
The QTG must be clearly annotated to indicate when and where each test 
was accomplished. Tests conducted at the manufacturer's facility and at 
the sponsor's training facility must be conducted after the FFS is 
assembled with systems and sub-systems functional and operating in an 
interactive manner. The test results must be submitted to the NSPM.
    i. The sponsor must maintain a copy of the MQTG at the FFS location.
    j. All FFSs for which the initial qualification is conducted after 
October 30, 2013 must have an electronic MQTG (eMQTG) including all 
objective data obtained from helicopter testing, or another approved 
source (reformatted or digitized), together with correlating objective 
test results obtained from the performance of the FFS (reformatted or 
digitized) as prescribed in this appendix. The eMQTG must also contain 
the general FFS performance or demonstration results (reformatted or 
digitized) prescribed in this appendix, and a description of the 
equipment necessary to perform the initial qualification evaluation and 
the continuing qualification evaluations. The eMQTG must include the 
original validation data used to validate FFS performance and handling 
qualities in either the original digitized format from the data supplier 
or an electronic scan of the original time-history plots that were 
provided by the data supplier. A copy of the eMQTG must be provided to 
the NSPM.
    k. All other FFSs not covered in subparagraph ``j'' must have an 
electronic copy of the MQTG by October 30, 2013. A copy of the eMQTG 
must be provided to the NSPM. This may be provided by an electronic scan 
presented in a Portable Document File (PDF), or similar format 
acceptable to the NSPM.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    l. Only those FFSs that are sponsored by a certificate holder as 
defined in appendix F will be evaluated by the NSPM. However, other FFS 
evaluations may be conducted on a case-by-case basis as the 
Administrator deems appropriate, but only in accordance with applicable 
agreements.
    m. The NSPM will conduct an evaluation for each configuration, and 
each FFS must be evaluated as completely as possible. To ensure a 
thorough and uniform evaluation, each FFS is subjected to the general 
simulator requirements in Attachment 1, the objective tests listed in 
Attachment 2, and the subjective tests listed in Attachment 3 of this 
appendix. The evaluations described herein will include, but not 
necessarily be limited to the following:
    (1) Helicopter responses, including longitudinal and lateral-
directional control responses (see Attachment 2 of this appendix);
    (2) Performance in authorized portions of the simulated helicopter's 
operating envelope, to include tasks evaluated by the NSPM in the areas 
of surface operations, takeoff, climb, cruise, descent, approach, and 
landing as well as abnormal and emergency operations (see Attachment 2 
of this appendix);
    (3) Control checks (see Attachment 1 and Attachment 2 of this 
appendix);
    (4) Cockpit configuration (see Attachment 1 of this appendix);
    (5) Pilot, flight engineer, and instructor station functions checks 
(see Attachment 1 and Attachment 3 of this appendix);
    (6) Helicopter systems and sub-systems (as appropriate) as compared 
to the helicopter simulated (see Attachment 1 and Attachment 3 of this 
appendix);
    (7) FFS systems and sub-systems, including force cueing (motion), 
visual, and aural (sound) systems, as appropriate (see Attachment 1 and 
Attachment 2 of this appendix); and
    (8) Certain additional requirements, depending upon the 
qualification level sought, including equipment or circumstances that 
may become hazardous to the occupants. The sponsor may be subject to 
Occupational Safety and Health Administration requirements.
    n. The NSPM administers the objective and subjective tests, which 
includes an examination of functions. The tests include a qualitative 
assessment of the FFS by an NSP pilot. The NSP evaluation team leader 
may assign other qualified personnel to assist in accomplishing the 
functions examination and/or the objective and subjective tests 
performed during an evaluation when required.
    (1) Objective tests provide a basis for measuring and evaluating FFS 
performance and determining compliance with the requirements of this 
part.
    (2) Subjective tests provide a basis for:
    (a) Evaluating the capability of the FFS to perform over a typical 
utilization period;

[[Page 182]]

    (b) Determining that the FFS satisfactorily simulates each required 
task;
    (c) Verifying correct operation of the FFS controls, instruments, 
and systems; and
    (d) Demonstrating compliance with the requirements of this part.
    o. The tolerances for the test parameters listed in Attachment 2 of 
this appendix reflect the range of tolerances acceptable to the NSPM for 
FFS validation and are not to be confused with design tolerances 
specified for FFS manufacture. In making decisions regarding tests and 
test results, the NSPM relies on the use of operational and engineering 
judgment in the application of data (including consideration of the way 
in which the flight test was flown and way the data was gathered and 
applied) data presentations, and the applicable tolerances for each 
test.
    p. In addition to the scheduled continuing qualification evaluation, 
each FFS is subject to evaluations conducted by the NSPM at any time 
without prior notification to the sponsor. Such evaluations would be 
accomplished in a normal manner (i.e., requiring exclusive use of the 
FFS for the conduct of objective and subjective tests and an examination 
of functions) if the FFS is not being used for flight crewmember 
training, testing, or checking. However, if the FFS were being used, the 
evaluation would be conducted in a non-exclusive manner. This non-
exclusive evaluation will be conducted by the FFS evaluator accompanying 
the check airman, instructor, Aircrew Program Designee (APD), or FAA 
inspector aboard the FFS along with the student(s) and observing the 
operation of the FFS during the training, testing, or checking 
activities.
    q. Problems with objective test results are handled as follows:
    (1) If a problem with an objective test result is detected by the 
NSP evaluation team during an evaluation, the test may be repeated or 
the QTG may be amended.
    (2) If it is determined that the results of an objective test do not 
support the level requested but do support a lower level, the NSPM may 
qualify the FFS at that lower level. For example, if a Level D 
evaluation is requested and the FFS fails to meet sound test tolerances, 
it could be qualified at Level C.
    r. After an FFS is successfully evaluated, the NSPM issues a 
statement of qualification (SOQ) to the sponsor. The NSPM recommends the 
FFS to the TPAA, who will approve the FFS for use in a flight training 
program. The SOQ will be issued at the satisfactory conclusion of the 
initial or continuing qualification. However, it is the sponsor's 
responsibility to obtain TPAA approval prior to using the FSTD in an 
FAA-approved flight training program.
    s. Under normal circumstances, the NSPM establishes a date for the 
initial or upgrade evaluation within ten (10) working days after 
determining that a complete QTG is acceptable. Unusual circumstances may 
warrant establishing an evaluation date before this determination is 
made. A sponsor may schedule an evaluation date as early as 6 months in 
advance. However, there may be a delay of 45 days or more in 
rescheduling and completing the evaluation if the sponsor is unable to 
meet the scheduled date. See Attachment 4, Figure C4A, Sample Request 
for Initial, Upgrade, or Reinstatement Evaluation.
    t. The numbering system used for objective test results in the QTG 
should closely follow the numbering system set out in Attachment 2, FFS 
Objective Tests, Table C2A.
    u. Contact the NSPM or visit the NSPM Web site for additional 
information regarding the preferred qualifications of pilots used to 
meet the requirements of Sec. 60.15(d).
    v. Examples of the exclusions for which the FFS might not have been 
subjectively tested by the sponsor or the NSPM and for which 
qualification might not be sought or granted, as described in Sec. 
60.15(g)(6), include takeoffs and landing from slopes and pinnacles.

                             End Information

________________________________________________________________________

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

    There is no additional regulatory or informational material that 
applies to Sec. 60.16, Additional Qualifications for a Currently 
Qualified FFS.

            13. Previously Qualified Simulators (Sec. 60.17)

________________________________________________________________________

                         Begin QPS Requirements

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

[[Page 183]]

inspections missed during the period of inactivity.
    (5) The sponsor must notify the NSPM of any changes to the original 
scheduled time out of service;
    b. Simulators qualified prior to October 30, 2007, are not required 
to meet the general simulation requirements, the objective test 
requirements, and the subjective test requirements of attachments 1, 2, 
and 3, respectively, of this appendix.
    c. [Reserved]

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                         Begin QPS Requirements

    a. The sponsor must conduct a minimum of four evenly spaced 
inspections throughout the year. The objective test sequence and content 
of each inspection must be developed by the sponsor and must be 
acceptable to the NSPM.
    b. The description of the functional preflight inspection must be 
contained in the sponsor's QMS.
    c. Record ``functional preflight'' in the FFS discrepancy log book 
or other acceptable location, including any item found to be missing, 
malfunctioning, or inoperative.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    d. The sponsor's test sequence and the content of each quarterly 
inspection required in Sec. 60.19(a)(1) should include a balance and a 
mix from the objective test requirement areas listed as follows:
    (1) Performance.
    (2) Handling qualities.
    (3) Motion system (where appropriate).
    (4) Visual system (where appropriate).
    (5) Sound system (where appropriate).
    (6) Other FFS systems.
    e. If the NSP evaluator plans to accomplish specific tests during a 
normal continuing qualification evaluation that requires the use of 
special equipment or technicians, the sponsor will be notified as far in 
advance of the evaluation as practical; but not less than 72 hours. 
Examples of such

[[Page 184]]

tests include latencies, control dynamics, sounds and vibrations, 
motion, and/or some visual system tests.
    f. The continuing qualification evaluations, described in Sec. 
60.19(b), will normally require 4 hours of FFS time. However, 
flexibility is necessary to address abnormal situations or situations 
involving aircraft with additional levels of complexity (e.g., computer 
controlled aircraft). The sponsor should anticipate that some tests may 
require additional time. The continuing qualification evaluations will 
consist of the following:
    (1) Review of the results of the quarterly inspections conducted by 
the sponsor since the last scheduled continuing qualification 
evaluation.
    (2) A selection of approximately 8 to 15 objective tests from the 
MQTG that provide an adequate opportunity to evaluate the performance of 
the FFS. The tests chosen will be performed either automatically or 
manually and should be able to be conducted within approximately one-
third (1/3) of the allotted FFS time.
    (3) A subjective evaluation of the FFS to perform a representative 
sampling of the tasks set out in attachment 3 of this appendix. This 
portion of the evaluation should take approximately two-thirds (2/3) of 
the allotted FFS time.
    (4) An examination of the functions of the FFS may include the 
motion system, visual system, sound system, instructor operating 
station, and the normal functions and simulated malfunctions of the 
simulated helicopter systems. This examination is normally accomplished 
simultaneously with the subjective evaluation requirements.
    g. The requirement established in Sec. 60.19(b)(4) regarding the 
frequency of NSPM-conducted continuing qualification evaluations for 
each FFS is typically 12 months. However, the establishment and 
satisfactory implementation of an approved QMS for a sponsor will 
provide a basis for adjusting the frequency of evaluations to exceed 12-
month intervals.

                             End Information

________________________________________________________________________

            15. Logging Simulator Discrepancies (Sec. 60.20)

    There is no additional regulatory or informational material that 
applies to Sec. 60.20. Logging FFS Discrepancies.

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

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

              17. Modifications to Simulators (Sec. 60.23)

________________________________________________________________________

                         Begin QPS Requirements

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

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    FSTD Directives are considered modifications of an FFS. See 
Attachment 4 for a sample index of effective FSTD Directives.

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

[[Page 185]]

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

                            Begin Information

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

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

              21. Recordkeeping and Reporting (Sec. 60.31)

________________________________________________________________________

                         Begin QPS Requirements

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

                          End QPS Requirements

________________________________________________________________________

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

    There are no additional QPS requirements or informational material 
that apply to Sec. 60.33, Applications, Logbooks, Reports, and Records: 
Fraud, Falsification, or Incorrect Statements.

                             23. [Reserved]

                             24. [Reserved]

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

    There are no additional QPS requirements or informational material 
that apply to Sec. 60.37, FSTD Qualification on the Basis of a 
Bilateral Aviation Safety Agreement (BASA).

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

________________________________________________________________________

                         Begin QPS Requirements

                            1. Requirements.

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

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

                             2. Discussion.

    a. This attachment describes the general simulator requirements for 
qualifying a helicopter FFS. The sponsor should also consult the 
objective tests in Attachment 2 and the examination of functions and 
subjective tests listed in Attachment 3 to determine the complete 
requirements for a specific level simulator.
    b. The material contained in this attachment is divided into the 
following categories:

[[Page 186]]

    (1) General cockpit configuration.
    (2) Simulator programming.
    (3) Equipment operation.
    (4) Equipment and facilities for instructor/evaluator functions.
    (5) Motion system.
    (6) Visual system.
    (7) Sound system.
    c. Table C1A provides the standards for the General Simulator 
Requirements.

                             End Information

________________________________________________________________________

                                   Table C1A-- Minimum Simulator Requirements
----------------------------------------------------------------------------------------------------------------
                  QPS requirements                         Simulator levels
---------------------------------------------------------------------------------       Information  Notes
      No.           General simulator requirements      A      B      C      D
----------------------------------------------------------------------------------------------------------------
1. General Cockpit Configuration
----------------------------------------------------------------------------------------------------------------
1.a............  The simulator must have a cockpit    .....     X      X      X   For simulator purposes, the
                  that is a replica of the                                         cockpit consists of all that
                  helicopter simulated with                                        space forward of a cross
                  controls, equipment, observable                                  section of the fuselage at
                  cockpit indicators, circuit                                      the most extreme aft setting
                  breakers, and bulkheads properly                                 of the pilots' seats
                  located, functionally accurate and                               including addiitonal,
                  replicating the helicopter. The                                  required flight crewmember
                  direction of movement of controls                                duty stations and those
                  and switches must be identical to                                required bulkheads aft of the
                  that in the helicopter. Pilot                                    pilot seats. For
                  seats must afford the capability                                 clarification, bulkheads
                  for the occupant to be able to                                   containing only items such as
                  achieve the design ``eye                                         landing gear pin storage
                  position'' established for the                                   compartments, fire axes or
                  helicopter being simulated.                                      extinguishers, spare light
                  Equipment for the operation of the                               bulbs, aircraft documents
                  cockpit windows must be included,                                pouches etc., are not
                  but the actual windows need not be                               considered essential and may
                  operable. Fire axes,                                             be omitted.
                  extinguishers, spare light bulbs,
                  etc., must be available in the FFS
                  but may be relocated to a suitable
                  location as near as practical to
                  the original position. Fire axes,
                  landing gear pins, and any similar
                  purpose instruments need only be
                  represented in silhouette.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
1.b............  Those circuit breakers that affect   .....     X      X      X
                  procedures and/or result in
                  observable cockpit indications
                  must be properly located and
                  functionally accurate.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
2. Programming
----------------------------------------------------------------------------------------------------------------
2.a............  A flight dynamics model that         .....     X      X      X
                  accounts for various combinations
                  of drag and thrust normally
                  encountered in flight must
                  correspond to actual flight
                  conditions, including the effect
                  of change in helicopter attitude,
                  thrust, drag, altitude,
                  temperature, gross weight, moments
                  of inertia, center of gravity
                  location, and configuration.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
2.b............  The simulator must have the          .....     X      X      X
                  computer capacity, accuracy,
                  resolution, and dynamic response
                  needed to meet the qualification
                  level sought.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
2.c............  Ground handling and aerodynamic
                  programming must include the
                  following:
----------------------------------------------------------------------------------------------------------------
2.c.1..........  Ground effect......................  .....     X      X      X   Applicable areas include flare
                                                                                   and touchdown from a running
                                                                                   landing as well as for in-
                                                                                   ground-effect (IGE) hover. A
                                                                                   reasonable simulation of
                                                                                   ground effect includes
                                                                                   modeling of lift, drag,
                                                                                   pitching moment, trim, and
                                                                                   power while in ground effect.
                 Level B does not require hover
                  programming.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------

[[Page 187]]

 
2.c.2..........  Ground reaction....................  .....     X      X      X   Reaction of the helicopter
                                                                                   upon contact with the landing
                                                                                   surface during landing,
                                                                                   (e.g., strut deflection, tire
                                                                                   or skid friction, side
                                                                                   forces) and may differ with
                                                                                   changes in gross weight,
                                                                                   airspeed, rate of descent on
                                                                                   touchdown, and slide slip.
                 Level B does not require hover
                  programming.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
2.c.3..........  Ground handling characteristics.     .....     X      X      X
                  Control inputs required during
                  operations in crosswind, during
                  braking and deceleration, and for
                  turning radius.
----------------------------------------------------------------------------------------------------------------
2.d............  The simulator must provide for       .....  .....     X      X   This may include an automated
                  manual and automatic testing of                                  system, which could be used
                  simulator hardware and software                                  for conducting at least a
                  programming to determine                                         portion of the QTG tests.
                  compliance with simulator                                        Automatic ``flagging'' of out-
                  objective tests as prescribed in                                 of-tolerance situations is
                  Attachment 2.                                                    encouraged.
                 An SOC is required.................
----------------------------------------------------------------------------------------------------------------
2.e............  Relative responses of the motion     .....  .....  .....  .....  The intent is to verify that
                  system, visual system, and cockpit                               the simulator provides
                  instruments, measured by latency                                 instrument, motion, and
                  tests or transport delay tests.                                  visual cues that are like the
                  Motion onset should occur before                                 helicopter responses within
                  the start of the visual scene                                    the stated time delays. For
                  change (the start of the scan of                                 helicopter response,
                  the first video field containing                                 acceleration in the
                  different information) but must                                  appropriate corresponding
                  occur before the end of the scan                                 rotational axis is preferred.
                  of that video field. Instrument
                  response may not occur prior to
                  motion onset. Test results must be
                  within the following limits:
----------------------------------------------------------------------------------------------------------------
2.e.1..........  Response must be within 150          .....     X
                  milliseconds of the helicopter
                  response.
                 Objective Tests are required. See
                  Attachment 2 for Transport Delay
                  and Latency Tests.
----------------------------------------------------------------------------------------------------------------
2.e.2..........  Response must be within 100          .....  .....     X      X
                  milliseconds of the helicopter
                  response.
                 Objective Tests are required. See
                  Attachment 2 for Transport Delay
                  and Latency Tests.
----------------------------------------------------------------------------------------------------------------
2.f............  The simulator must accurately        .....  .....     X      X   ..............................
                  reproduce the following runway
                  conditions:
                 (1) Dry;
                 (2) Wet;
                 (3) Icy;
                 (4) Patchy Wet
                 (5) Patchy Icy
                 An SOC is required.
                 Objective tests are required for
                  dry, wet, and icy runway
                  conditions.
                 Subjective tests are required for
                  patchy wet, patchy icy, and wet on
                  rubber residue in touchdown zone
                  conditions.
----------------------------------------------------------------------------------------------------------------
2.g............  The simulator must simulate:         .....  .....     X      X   Simulator pitch, side loading,
                 (1) Brake and tire failure dynamics                               and directional control
                  (including antiskid failure)..                                   characteristics should be
                 (2) Decreased brake efficiency due                                representative of the
                  to high brake temperatures, if                                   helicopter.
                  applicable..
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------

[[Page 188]]

 
2.h............  The modeling in the simulator must   .....  .....     X      X   See Attachment 2 for further
                  include:                                                         information on ground effect.
                 (1) Ground effect,.................
                 (2) Effects of airframe icing (if
                  applicable),.
                 (3) Aerodynamic interference
                  effects between the rotor wake and
                  fuselage,.
                 (4) Influence of the rotor on
                  control and stabilization systems,
                  and.
                 (5) Representations of
                  nonlinearities due to sideslip..
                 An SOC is required and must include
                  references to computations of
                  aeroelastic representations and of
                  nonlinearities due to sideslip.
                 An SOC and a demonstration of icing
                  effects (if applicable) are
                  required.
----------------------------------------------------------------------------------------------------------------
2.i............  The simulator must provide for       .....     X      X      X
                  realistic mass properties,
                  including gross weight, center of
                  gravity, and moments of inertia as
                  a function of payload and fuel
                  loading.
                 An SOC is required and must include
                  a range of tabulated target values
                  to enable a subjective test of the
                  mass properties model to be
                  conducted from the instructor's
                  station.
----------------------------------------------------------------------------------------------------------------
3. Equipment Operation
----------------------------------------------------------------------------------------------------------------
3.a............  All relevant instrument indications  .....     X      X      X
                  involved in the simulation of the
                  helicopter must automatically
                  respond to control movement or
                  external disturbances to the
                  simulated helicopter; e.g.,
                  turbulence or windshear. Numerical
                  values must be presented in the
                  appropriate units.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
3.b............  Communications, navigation,          .....     X      X      X   See Attachment 3 for further
                  caution, and warning equipment                                   information regarding long-
                  must be installed and operate                                    range navigation equipment.
                  within the tolerances applicable
                  for the helicopter being simulated.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
3.c............  Simulated airplane systems must      .....     X      X      X
                  operate as the helicopter systems
                  would operate under normal,
                  abnormal, and emergency operating
                  conditions on the ground and in
                  flight.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
3.d............  The simulator must provide pilot     .....     X      X      X
                  controls with control forces and
                  control travel that correspond to
                  the simulated helicopter. The
                  simulator must also react in the
                  same manner as in the helicopter
                  under the same flight conditions.
                 An objective test is required.
----------------------------------------------------------------------------------------------------------------
4. Instructor / Evaluator Facilities
----------------------------------------------------------------------------------------------------------------
4.a............  In addition to the flight            .....     X      X      X   The NSPM will consider
                  crewmember stations, the simulator                               alternatives to this standard
                  must have at least two suitable                                  for additional seats based on
                  seats for the instructor/check                                   unique cockpit
                  airman and FAA inspector. These                                  configurations.
                  seats must provide adequate vision
                  to the pilot's panel and forward
                  windows. All seats other than
                  flight crew seats need not
                  represent those found in the
                  helicopter but must be adequately
                  secured to the floor and equipped
                  with similar positive restraint
                  devices.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------

[[Page 189]]

 
4.b............  The simulator must have controls     .....     X      X      X
                  that enable the instructor/
                  evaluator to control all required
                  system variables and insert all
                  abnormal or emergency conditions
                  into the simulated helicopter
                  systems as described in the
                  sponsor's FAA-approved training
                  program, or as described in the
                  relevant operating manual as
                  appropriate.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
4.c............  The simulator must have instructor   .....     X      X      X
                  controls for environmental
                  conditions including wind speed
                  and direction.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
4.d............  The simulator must provide the       .....  .....     X      X   For example, another aircraft
                  instructor or evaluator the the                                  crossing the active runway
                  ability to present ground and air                                and converging airborne
                  hazards.                                                         traffic.
----------------------------------------------------------------------------------------------------------------
                 A subjective test is required.
5. Motion System
----------------------------------------------------------------------------------------------------------------
5.a............  The simulator must have motion       .....     X      X      X   For example, touchdown cues
                  (force) cues perceptible to the                                  should be a function of the
                  pilot that are representative of                                 rate of descent (RoD) of the
                  the motion in a helicopter.                                      simulated helicopter.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
5.b............  The simulator must have a motion     .....     X
                  (force cueing) system with a
                  minimum of three degrees of
                  freedom (at least pitch, roll, and
                  heave).
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
5.c............  The simulator must have a motion     .....  .....     X      X
                  (force cueing) system that
                  produces cues at least equivalent
                  to those of a six-degrees-of-
                  freedom, synergistic platform
                  motion system (i.e., pitch, roll,
                  yaw, heave, sway, and surge).
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
5.d............  The simulator must provide for the   .....     X      X      X
                  recording of the motion system
                  response time.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
5.e............  The simulator must provide motion    .....  .....  .....  .....
                  effects programming to include the
                  following:
                 (1) Runway rumble, oleo              .....     X      X      X
                  deflections, effects of ground
                  speed, uneven runway,
                  characteristics.
                 (2) Buffets due to transverse flow
                  effects..
                 (3) Buffet during extension and
                  retraction of landing gear..
                 (4) Buffet due to retreating blade
                  stall..
                 (5) Buffet due to settling with
                  power..
                 (6) Representative cues resulting
                  from touchdown..
                 (7) Rotor vibrations...............
                 A subjective test is required for
                  each.
                ------------------------------------------------------------------------------------------------
                 (8) Tire failure dynamics.           .....  .....     X      X
                 (9) Engine malfunction and engine
                  damage.
                 (10) Airframe ground strike........
                 A subjective test is required for
                  each.
                ------------------------------------------------------------------------------------------------
                 (11) Motion vibrations that result   .....  .....  .....     X   For air turbulence, general
                  from atmospheric disturbances.                                   purpose disturbance models
                                                                                   that approximate demonstrable
                                                                                   flight test data are
                                                                                   acceptable.
5.f............  The simulator must provide           .....  .....  .....     X   The simulator should be
                  characteristic motion vibrations                                 programmed and instrumented
                  that result from operation of the                                in such a manner that the
                  helicopter, (for example,                                        characteristic buffet modes
                  retreating blade stall, extended                                 can be measured and compared
                  landing gear, settling with power)                               to helicopter data.
                  in so far as vibration marks an
                  event or helicopter state, which
                  can be sensed in the cockpit.
                 A subjective test is required.

[[Page 190]]

 
                 An objective test is required.
----------------------------------------------------------------------------------------------------------------
6. Visual System
----------------------------------------------------------------------------------------------------------------
6.a............  The simulator must have a visual     .....     X      X      X
                  system providing an out-of-the-
                  cockpit view.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.b............  The simulator must provide a         .....     X
                  continuous minimum collimated
                  field of view of 75[deg]
                  horizontally and 30[deg]
                  vertically per pilot seat. Both
                  pilot seat visual systems must be
                  operable simultaneously.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
6.c............  The simulator must provide a         .....  .....     X   .....  Optimization of the visual
                  continuous minimum collimated                                    field of view may be
                  visual field of view of 150[deg]                                 considered with respect to
                  horizontally and 40[deg]                                         the specific helicopter
                  vertically per pilot seat. Both                                  cockpit cut-off angle.
                  pilot seat visual systems must be
                  operable simultaneously.
                  Horizontal field of view is
                  centered on the zero degree
                  azimuth line relative to the
                  aircraft fuselange.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
6.d............  The simulator must provide a         .....  .....  .....     X   Optimization of the visual
                  continuous minimum collimated                                    field of view may be
                  visual field of view of 180[deg]                                 considered with respect to
                  horizontally and 60[deg]                                         the specific airplane cockpit
                  vertically per pilot seat. Both                                  cut-off angle.
                  pilot seat visual systems must be
                  operable simultaneously.
                  Horizontal field of view is
                  centered on the zero degree
                  azimuth line relative to the
                  aircraft fuselage.
                 An SOC is required.
                 An objective test is required.
----------------------------------------------------------------------------------------------------------------
6.e............  The visual system must be free from  .....     X      X      X   Non-realistic cues might
                  optical discontinuities and                                      include image ``swimming''
                  artifacts that create non-                                       and image ``roll-off,'' that
                  realistic cues.                                                  may lead a pilot to make
                                                                                   incorrect assessments of
                                                                                   speed, acceleration and/or
                                                                                   situational awareness.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.f............  The simulator must have operational  .....     X      X      X
                  landing lights for night scenes.
                  Where used, dusk (or twilight)
                  scenes require operational landing
                  lights.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.g............  The simulator must have instructor   .....     X      X      X
                  controls for the following:
                 (1) Cloudbase......................
                 (2) Visibility in statute miles
                  (kilometers) and runway visual
                  range (RVR) in ft. (meters)..
                 (3) Airport or landing area
                  selection..
                 (4) Airport or landing area
                  lighting..
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.h............  Each airport scene displayed must    .....     X      X      X
                  include the following:
                 1. Airport runways and taxiways.
                 2. Runway definition:
                 a. Runway surface and markings.
                 b. Lighting for the runway in use,
                  including runway threshold, edge,
                  centerline, touchdown zone, VASI
                  (or PAPI), and approach lighting
                  of appropriate colors, as
                  appropriate.
                 c. Taxiway lights.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.i............  The distances at which runway        .....     X      X      X
                  features are visible, as measured
                  from runway threshold to a
                  helicopter aligned with the runway
                  on an extended 3[deg] glide slope
                  must not be less than listed
                  below:

[[Page 191]]

 
                 1. Runway definition, strobe
                  lights, approach lights, runway
                  edge white lights and VASI or PAPI
                  system lights from 5 statute miles
                  (8 km) of the runway threshold.
                 2. Runway centerline lights and
                  taxiway definition from 3 statute
                  miles (4.8 km).
                 3. Threshold lights and touchdown
                  zone lights from 2 statute miles
                  (3.2 km).
                 4. Runway markings within range of
                  landing lights for night scenes
                  and as required by three (3) arc-
                  minutes resolution on day scenes.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.j............  The simulator must provide visual    .....     X      X      X
                  system compatibility with dynamic
                  response programming.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.k............  The simulator must show that the     .....     X      X      X   The test should be conducted
                  segment of the ground visible from                               in the landing configuration,
                  the simulator cockpit is the same                                trimmed for appropriate
                  as from the airplane cockpit                                     airspeed, at 100 ft (30m)
                  (within established tolerances)                                  above the touchdown zone, on
                  when at the correct airspeed, in                                 glide slope with an RVR value
                  the landing configuration, at a                                  set at 1,200 ft (350m). This
                  main wheel height of 100 feet (30                                will show the modeling
                  meters) above the touchdown zone.                                accuracy of RVR, glideslope,
                  Data submitted must include at                                   and localizer for a given
                  least the following:                                             weight, configuration and
                 (1) Static helicopter dimensions as                               speed within the helicopter's
                  follows:.                                                        operational envelope for a
                 (i) Horizontal and vertical                                       normal appraoch and landing.
                  distance from main landing gear                                  If non-homogenous fog is
                  (MLG) or landing skids to                                        used, the vertical variation
                  glideslope reception antenna..                                   in horizontal visibility
                 (ii) Horizontal and vertical                                      should be described and be
                  distance from MLG or skids to                                    included in the slant range
                  pilot's eyepoint..                                               visibility calculation used
                 (iii) Static cockpit cutoff angle..                               in the computations.
                 (2) Approach data as follows:......
                 (i) Identification of runway.......
                 (ii) Horizontal distance from
                  runway threshold to glideslope
                  intercept with runway..
                 (iii) Glideslope angle.............
                 (iv) Helicopter pitch angle on
                  approach..
                 (3) Helicopter data for manual
                  testing:.
                 (i) Gross weight...................
                 (ii) Helicopter configuration......
                 (iii) Approach airspeed............
                 The QTG must contain appropriate
                  calculations and a drawing showing
                  the pertinent data used to
                  establish the helicopter location
                  and the segment of the ground that
                  is visible considering the
                  helicopter attitude (cockpit cut-
                  off angle) and a runway visual
                  range of 1,200 feet or 350 meters.
                  Simulator performance must be
                  measured against the QTG
                  calculations. Sponsors must
                  provide this data for each
                  simulator (regardless of previous
                  qualification standards) to
                  qualify the simulator for all
                  precision instrument approaches.
                 At the near end of the visual
                  ground segment, lights and ground
                  objects computed to be visible
                  from the helicopter cockpit must
                  be visible in the FFS. The far end
                  of the visual ground segment must
                  be at the computed end of the
                  segment 20%
                  of the computed visible segment
                  distance.
                 An SOC is required.
                 An objective test is required.
----------------------------------------------------------------------------------------------------------------
6.1............  The simulator must provide visual    .....     X
                  cues necessary to assess rate of
                  change of height, height AGL, as
                  well as translational displacement
                  and rates during takeoffs and
                  landings.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------

[[Page 192]]

 
6.m............  The simulator must have night and    .....  .....     X      X   Examples of general terrain
                  dusk (or twilight) visual scene                                  characteristics are fields,
                  capability, including general                                    roads, and bodies of water.
                  terrain characteristics and
                  significant landmarks, free from
                  apparent quantization.
                 Dusk (or twilight) scene must
                  enable identification of a visible
                  horizon and general terrain
                  characteristics..
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.n............  The simulator must provide visual    .....  .....     X      X
                  cues necessary to assess rate of
                  change of height, height AGL, as
                  well as translational displacement
                  and rates during takeoff, low
                  altitude/low airspeed maneuvering,
                  hover, and landing.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.o............  The simulator must provide for       .....     X      X      X   Visual attitude vs. simulator
                  accurate portrayal of the visual                                 attitude is a comparison of
                  environment relating to the                                      pitch and roll of the horizon
                  simulator attitude.                                              as displayed in the visual
                                                                                   scene compared to the display
                                                                                   on the attitude indicator.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.p............  The simulator must provide for       .....  .....     X      X
                  quick confirmation of visual
                  system color, RVR, focus, and
                  intensity.
                 An SOC is required.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.q............  The simulator must provide a         .....  .....     X      X
                  minimum of three airport scenes
                  including the following:
                 1. Surfaces on runways, taxiways,
                  and ramps.
                 2. Lighting of approriate color for
                  all runways, including runway
                  threshold, edge, centerline, VASI
                  (or PAPI), and approach lighting
                  for the runway in use.
                 3. Airport taxiway lighting.
                 4. Ramps and buildings that
                  correspond to the sponsor's Line
                  Oriented scenarios, as
                  appropriate.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.r............  The simulator must be capable of     .....  .....     X      X
                  producing at least 10 levels of
                  occulting..
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.s............  The fog simulator must be able to    .....  .....     X      X
                  provide weather representations
                  including the following:
                 (1) Variable cloud density.
                 (2) Partial obscuration of ground
                  scenes; i.e., the effect of a
                  scattered to broken cloud deck.
                 (3) Gradual breakout.
                 (4) Patchy fog.
                 (5) The effect of fog on airport
                  lighting
                 The weather representations must be
                  provided at and below an altitude
                  of 2,000 ft (610 m) height above
                  the airport and within a radius of
                  10 miles (16 km) from the airport.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------

[[Page 193]]

 
6.t............  Night Visual Scenes. The simulator   .....     X      X      X
                  must provide night visual scenes
                  with sufficient scene content to
                  recognize the airport, the
                  terrain, and major landmarks
                  around the airport. The scene
                  content must allow a pilot to
                  successfully accomplish a visual
                  landing. Night scenes, as a
                  minimum, must provide
                  presentations of sufficient
                  surfaces with appropriate textural
                  cues that include self-illuminated
                  objects such as road networks,
                  ramp lighting, and airport
                  signage, to conduct a visual
                  approach, a landing, and airport
                  movement (taxi). Scenes must
                  include a definable horizon and
                  typical terrain characteristics
                  such as fields, roads and bodies
                  of water and surfaces illuminated
                  by airplane landing lights.
----------------------------------------------------------------------------------------------------------------
6.u............  Dusk (Twilight) Visual Scenes. The   .....  .....     X      X
                  simulator must provide dusk (or
                  twilight) visual scenes with
                  sufficient scene content to
                  recognize the airport, the
                  terrain, and major landmarks
                  around the airport. The scene
                  content must allow a pilot to
                  successfully accomplish a visual
                  landing. Dusk (or twilight)
                  scenes, as a minimum, must provide
                  full color presentations of
                  reduced ambient intensity,
                  sufficient surfaces with
                  appropriate textural cues that
                  include self-illuminated objects
                  such as road networks, ramp
                  lighting and airport signage, to
                  conduct a visual approach, landing
                  and airport movement (taxi).
                  Scenes must include a definable
                  horizon and typical terrain
                  characteristics such as fields,
                  roads and bodies of water and
                  surfaces illuminated by
                  representative aircraft lighting
                  (e.g., landing lights). If
                  provided, directional horizon
                  lighting must have correct
                  orientation and be consistent with
                  surface shading effects. Total
                  scene content must be comparable
                  in detail to that produced by
                  10,000 visible textured surfaces
                  and 15,000 visible lights with
                  sufficient system capacity to
                  display 16 simultaneously moving
                  objects.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
6.v............  Night, Dusk (Twilight), and          .....  .....  .....     X
                  Daylight Visual Scenes. The
                  simulator must have night, dusk
                  (twilight), and daylight visual
                  scenes with sufficient scene
                  content to recognize the airport,
                  the terrain, and major landmarks
                  around the airport. The scene
                  content must allow a pilot to
                  successfully accomplish a visual
                  landing. Any ambient lighting must
                  not ``washout'' the displayed
                  visual scene. Total scene content
                  must be comparable in detail to
                  that produced by 10,000 visible
                  textured surfaces and 6,000
                  visible lights with sufficient
                  system capacity to display 16
                  simultaneously moving objects. The
                  visual display must be free of
                  apparent quantization and other
                  distracting visual effects while
                  the simulator is in motion.
                 Note: These requirements are
                  applicable to any level of
                  simulator equipped with a daylight
                  visual system.
                 An SOC is required.
                 A subjective test is required.
                 Objective tests are required.
----------------------------------------------------------------------------------------------------------------
6.w............  The simulator must provide           .....  .....  .....     X   For example: short runways,
                  operational visual scenes that                                   landing approaches over
                  portray physical relationships                                   water, uphill or downhill
                  known to cause landing illusions                                 runways, rising terrain on
                  to pilots.                                                       the approach path, unique
                                                                                   topographic features.

[[Page 194]]

 
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.x............  The simulator must provide special   .....  .....  .....     X
                  weather representations of light,
                  medium, and heavy precipitation
                  near a thunderstorm on takeoff and
                  during approach and landing.
                  Representations need only be
                  presented at and below an altitude
                  of 2,000 ft. (610 m) above the
                  airport surface and within 10
                  miles (16 km) of the airport.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.y............  The simulator must present visual    .....  .....  .....     X   The NSPM will consider
                  scenes of wet and snow-covered                                   suitable alternative effects.
                  runways, including runway lighting
                  reflections for wet conditions,
                  partially obsecured lights for
                  snow conditions.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.z............  The simulator must present           .....  .....  .....     X
                  realistic color and directionality
                  of all airport lighting.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
7. Sound System
----------------------------------------------------------------------------------------------------------------
7.a............  The simulator must provide cockpit   .....     X      X      X
                  sounds that result from pilot
                  actions that correspond to those
                  that occur in the helicopter.
----------------------------------------------------------------------------------------------------------------
7.b............  Volume control, if installed, must   .....     X      X      X
                  have an indication of the sound
                  level setting.
----------------------------------------------------------------------------------------------------------------
7.c............  The simulator must accurately        .....  .....     X      X
                  simulate the sound of
                  precipitation, windshield wipers,
                  and other significant helicopter
                  noises perceptible to the pilot
                  during normal and abnormal
                  operations, and include the sound
                  of a crash (when the simulator is
                  landed in an unusual attitude or
                  in excess of the structural gear
                  limitations); normal engine
                  sounds; and the sounds of gear
                  extension and retraction.
                 An SOC is required.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
7.d............  The simulator must provide           .....  .....  .....     X
                  realistic amplitude and frequency
                  of cockpit noises and sounds.
                  Simulator performance must be
                  recorded, compared to amplitude
                  and frequency of the same sounds
                  recorded in the helicopter, and
                  made a part of the QTG.
----------------------------------------------------------------------------------------------------------------

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

________________________________________________________________________

                            Begin Information

                             1. Discussion.

    (a) If relevant winds are present in the objective data, the wind 
vector (magnitude and direction) should be clearly noted as part of the 
data presentation, expressed in conventional terminology, and related to 
the runway being used for the test.
    (b) The NSPM will not evaluate any simulator unless the required SOC 
indicates that the motion system is designed and manufactured to safely 
operate within the simulator's maximum excursion, acceleration, and 
velocity capabilities (see Motion System in the following table).

                             End Information

________________________________________________________________________

                         Begin QPS Requirements

                          1. Test requirements.

    a. The ground and flight tests required for qualification are listed 
in Table of C2A, FFS Objective Tests. Computer generated simulator test 
results must be provided for each

[[Page 195]]

test except where an alternative test is specifically authorized by the 
NSPM. If a flight condition or operating condition is required for the 
test but does not apply to the helicopter being simulated or to the 
qualification level sought, it may be disregarded (e.g., an engine out 
missed approach for a single-engine helicopter, or a hover test for a 
Level B simulator). Each test result is compared against the validation 
data described in Sec. 60.13 and in this appendix. Although use of a 
driver program designed to automatically accomplish the tests is 
encouraged for all simulators and required for Level C and Level D 
simulators, each test must be able to be accomplished manually while 
recording all appropriate parameters. The results must be produced on an 
appropriate recording device acceptable to the NSPM and must include 
simulator number, date, time, conditions, tolerances, and appropriate 
dependent variables portrayed in comparison to the validation data. Time 
histories are required unless otherwise indicated in Table C2A. All 
results must be labeled using the tolerances and units given.
    b. Table C2A sets out the test results required, including the 
parameters, tolerances, and flight conditions for simulator validation. 
Tolerances are provided for the listed tests because mathematical 
modeling and acquisition/development of reference data are often 
inexact. All tolerances listed in the following tables are applied to 
simulator performance. When two tolerance values are given for a 
parameter, the less restrictive may be used unless otherwise indicated.
    c. Certain tests included in this attachment must be supported with 
a Statement of Compliance and Capability (SOC). In Table C2A, 
requirements for SOCs are indicated in the ``Test Details'' column.
    d. When operational or engineering judgment is used in making 
assessments for flight test data applications for simulator validity, 
such judgment must not be limited to a single parameter. For example, 
data that exhibit rapid variations of the measured parameters may 
require interpolations or a ``best fit'' data selection. All relevant 
parameters related to a given maneuver or flight condition must be 
provided to allow overall interpretation. When it is difficult or 
impossible to match simulator to helicopter data throughout a time 
history, differences must be justified by providing a comparison of 
other related variables for the condition being assessed.
    e. It is not acceptable to program the FFS so that the mathematical 
modeling is correct only at the validation test points. Unless noted 
otherwise, simulator tests must represent helicopter performance and 
handling qualities at operating weights and centers of gravity (CG) 
typical of normal operation. If a test is supported by helicopter data 
at one extreme weight or CG, another test supported by helicopter data 
at mid-conditions or as close as possible to the other extreme must be 
included, except as may be authorized by the NSPM. Certain tests that 
are relevant only at one extreme CG or weight condition need not be 
repeated at the other extreme. Tests of handling qualities must include 
validation of augmentation devices.
    f. When comparing the parameters listed to those of the helicopter, 
sufficient data must also be provided to verify the correct flight 
condition and helicopter configuration changes. For example, to show 
that control force is within 0.5 pound (0.22 daN) 
in a static stability test, data to show the correct airspeed, power, 
thrust or torque, helicopter configuration, altitude, and other 
appropriate datum identification parameters must also be given. If 
comparing short period dynamics, normal acceleration may be used to 
establish a match to the helicopter, but airspeed, altitude, control 
input, helicopter configuration, and other appropriate data must also be 
given. All airspeed values must be properly annotated (e.g., indicated 
versus calibrated). In addition, the same variables must be used for 
comparison (e.g., compare inches to inches rather than inches to 
centimeters).
    g. The QTG provided by the sponsor must clearly describe how the 
simulator will be set up and operated for each test. Each simulator 
subsystem may be tested independently, but overall integrated testing of 
the simulator must be accomplished to assure that the total simulator 
system meets the prescribed standards. A manual test procedure with 
explicit and detailed steps for completing each test must also be 
provided.
    h. In those cases where the objective test results authorize a 
``snapshot test'' or ``a series of snapshot test'' results in lieu of a 
time-history result, the sponsor or other data provider must ensure that 
a steady state condition exists at the instant of time captured by the 
``snapshot.''
    i. For previously qualified simulators, the tests and tolerances of 
this attachment may be used in subsequent continuing qualification 
evaluations for any given test if the sponsor has submitted a proposed 
MQTG revision to the NSPM and has received NSPM approval.
    j. Motion System Tests:
    (a) The minimum excursions, accelerations, and velocities for pitch, 
roll, and yaw must be measurable about a single, common reference point 
and must be achieved by driving one degree of freedom at a time.
    (b) The minimum excursions, accelerations, and velocities for heave, 
sway, and surge may be measured about different but identifiable 
reference points and must also be achieved by driving one degree of 
freedom at a time.

[[Page 196]]

    k. Tests of handling qualities must include validation of 
augmentation devices. FFSs for highly augmented helicopters will be 
validated both in the unaugmented configuration (or failure state with 
the maximum permitted degradation in handling qualities) and the 
augmented configuration. Where various levels of handling qualities 
result from failure states, validation of the effect of the failure is 
necessary. For those performance and static handling qualities tests 
where the primary concern is control position in the unaugmented 
configuration, unaugmented data are not required if the design of the 
system precludes any affect on control position. In those instances 
where the unaugmented helicopter response is divergent and non-
repeatable, it may not be feasible to meet the specified tolerances. 
Alternative requirements for testing will be mutually agreed upon by the 
sponsor and the NSPM on a case-by-case basis.
    l. Some tests will not be required for helicopters using helicopter 
hardware in the simulator cockpit (e.g., ``helicopter modular 
controller''). These exceptions are noted in Table C2A of this 
attachment. However, in these cases, the sponsor must provide a 
statement that the helicopter hardware meets the appropriate 
manufacturer's specifications and the sponsor must have supporting 
information to that fact available for NSPM review.
    m. For objective test purposes, ``Near maximum'' gross weight is a 
weight chosen by the sponsor or data provider that is not less than the 
basic operating weight (BOW) of the helicopter being simulated plus 80% 
of the difference between the maximum certificated gross weight (either 
takeoff weight or landing weight, as appropriate for the test) and the 
BOW. ``Light'' gross weight is a weight chosen by the sponsor or data 
provider that is not more than 120% of the BOW of the helicopter being 
simulated or as limited by the minimum practical operating weight of the 
test helicopter. ``Medium'' gross weight is a weight chosen by the 
sponsor or data provider that is approximately 10% 
of the average of the numerical values of the BOW and the maximum 
certificated gross weight. (Note: BOW is the empty weight of the 
aircraft plus the weight of the following: normal oil quantity; lavatory 
servicing fluid; potable water; required crewmembers and their baggage; 
and emergency equipment. (References: Advisory Circular 120-27, 
``Aircraft Weight and Balance;'' and FAA-H-8083-1, ``Aircraft Weight and 
Balance Handbook.'').

                          End QPS Requirements

________________________________________________________________________

                         Begin QPS Requirements

[[Page 197]]



                                                 Table C2A--Full Flight Simulator (FFS) Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                               <<                                  <
--------------------------------------------------------------------------------------------------------------------------------------------------------
              Test                                                                            Simulator level
--------------------------------    Tolerance(s)    Flight condition    Test details   ----------------------------                 Notes
     No.            Title                                                                 A      B      C      D
--------------------------------------------------------------------------------------------------------------------------------------------------------
1. Performance
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.........  Engine Assessment.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1.......  Start Operations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1.a.....  Engine start and   Light Off Time --  Ground with the   Record each                 X      X      X
               acceleration       10% or      Used and Not      from the
                                  1 sec.,                       the start
                                  Torque --                      steady state
                                  5%, Rotor Speed                      idle and from
                                  --                      idle to
                                  3%, Fuel Flow --                     operating RPM.
                                  10%, Gas
                                  Generator Speed
                                  -- 
                                  5%, Power
                                  Turbine Speed --
                                  5%, Gas
                                  Turbine Temp. --
                                  30 [deg]C.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1.b.....  Steady State Idle  Torque --                      steady state
               RPM conditions.    3%, Rotor Speed                      idle and
                                  --                      conditions..
                                  1.5%, Fuel Flow                     May be a series
                                  --                      tests..
                                  5%, Gas
                                  Generator Speed
                                  -- 
                                  2%, Power
                                  Turbine Speed --
                                  2%,
                                  Turbine Gas
                                  Temp. -- 
                                  20 [deg]C.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.2.......  Power Turbine      10% of                        response to
                                  total change of                      trim system
                                  power turbine                        actuation in
                                  speed.                               both directions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.3.......  Engine and Rotor   Torque --                      using a step
                                  5%, Rotor Speed                      input to the
                                  -- 1.5%.                             collective. May
                                                                       be conducted
                                                                       concurrently
                                                                       with climb and
                                                                       descent
                                                                       performance
                                                                       tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 198]]

 
1.b.........  Surface Operations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.1.......  Minimum Radius     3 ft.                         used, brake
                                  (0.9m) or 20% of                     force must be
                                  helicopter turn                      matched to the
                                  radius.                              helicopter
                                                                       flight test
                                                                       value.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.2.......  Rate of Turn vs.   10% or
               or Nosewheel       2[deg]/
                                  sec. Turn Rate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.3.......  Taxi.............  Pitch Angle --     Ground..........  Record results              X      X      X
                                  1.5[deg],                     position and
                                  Torque --                      during ground
                                  3%, Longitudinal                     taxi for a
                                  Control Position                     specific ground
                                  --                      speed and
                                  5%, Lateral                          direction, and
                                  Control Position                     density
                                  -- 
                                  5%, Dirrectional
                                  Control Position.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                 5%,
                                  Collective
                                  Control Position
                                  -- 
                                  5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.4.......  Brake              10% of
                                  time and
                                  distance.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.........  Takeoff .
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 199]]

 
1.c.1.......  All Engines......  Airspeed --    and Initial       of takeoff
                                  3 kt, Altitude --  Segment of        flight path as
                                   20 ft                         helicopter
                                  (6.1m), Torque --                    model simulated
                                   3%, Rotor                     takeoff for
                                  Speed --                      takeoff from a
                                  1.5%, Vertical                       hover for Level
                                  Velocity --                          C and D). For
                                  100 fpm                       criteria apply
                                  (0.50m/sec) or                       only to those
                                  10%, Pitch                           segments at
                                  Attitude --                          airspeeds above
                                  1.5[deg],                     translational
                                  Bank Attitude --                     lift. Results
                                  2[deg],                       recorded from
                                  Heading --                      of the takeoff
                                  2[deg],                              to at least 200
                                  Longitudinal                         ft (61m) AGL.
                                  Control Position
                                  -- 
                                  10%, Lateral
                                  Control Position
                                  -- 
                                  10%, Directional
                                  Control Position
                                  -- 
                                  10%, Collective
                                  Control Position
                                  -- 
                                  10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.2.......  One Engine         Airspeed --    and Initial       flight path as
                                  3 kt, Altitude --  Segment of        appropriate to
                                   20 ft                         model
                                  (6.1m), Torque --                    simulated.
                                   3%, Rotor                     recorded from
                                  Speed --                      of the takeoff
                                  1.5%, Vertical                       to at least 200
                                  Velocity --                          ft (61m) AGL.
                                  100 fpm
                                  (0.50m/sec) or
                                  10%, Pitch
                                  Attitude --
                                  1.5[deg],
                                  Bank Attitude --
                                  2[deg],
                                  Heading -- 
                                  2[deg],
                                  Longitudinal
                                  Control Position
                                  -- 
                                  10%, Lateral
                                  Control Position
                                  -- 
                                  10%, Directional
                                  Control Position
                                  -- 
                                  10%, Collective
                                  Control Position
                                  -- 
                                  10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.........  Hover.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 200]]

 
              Performance......  Torque --    (IGE); and Out    for light and
                                  3%, Pitch          of Ground         heavy gross
                                  Attitude --        Effect (OGE).     weights. May be
                                  1.5[deg],                     snapshot tests.
                                  Bank Attitude --
                                  1.5[deg],
                                  Longitudinal
                                  Control Position
                                  -- 
                                  5%, Lateral
                                  Control Position
                                  -- 
                                  5%, Directional
                                  Control Position
                                  -- 
                                  5%, Collective
                                  Control Position
                                  -- 
                                  5%,.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.........  Vertical Climb.
--------------------------------------------------------------------------------------------------------------------------------------------------------
              Performance......  Vertical Velocity  From OGE Hover..  Record results                     X      X
                                  --                      heavy gross
                                  100 fpm (0.50 m/                     weights. May be
                                  sec) or                      snapshot tests.
                                  10%, Directional
                                  Control Position
                                  -- 
                                  5%, Collective
                                  Control Position
                                  -- 
                                  5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f.........  Level Flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------
              Performance and    Torque --    (Augmentation     for two gross
               Control            3%, Pitch          On and Off).      weight and CG
               Positions.         Attitude --                          combinations
                                  1.5[deg],                     trim speeds
                                  Sideslip Angle --                    throughout the
                                   2[deg],                       envelope. May
                                  Longitudinal                         be a series of
                                  Control Position                     snapshot tests.
                                  -- 
                                  5%, Lateral
                                  Control Position
                                  -- 
                                  5%, Directional
                                  Control Position
                                  -- 
                                  5%, Collective
                                  Control Position
                                  -- 
                                  5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.g.........  Climb.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 201]]

 
              Performance and    Vertical Velocity  All engines       Record results              X      X      X
               Trimmed Flight     --    engine            weight and CG
               Positions.         100 fpm (6.1m/     inoperative;      combinations.
                                  sec) or    System(s) On      presented must
                                  10%, Pitch         and Off.          be for normal
                                  Attitude --                          climb power
                                  1.5[deg],                     be a series of
                                  Sideslip Angle --                    snapshot tests.
                                   2[deg],
                                  Longitudinal
                                  Control Position
                                  -- 
                                  5%, Lateral
                                  Control Position
                                  -- 
                                  5%, Directional
                                  Control Position
                                  -- 
                                  5%, Collective
                                  Control Position
                                  -- 
                                  5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.h.........  Descent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.h.1.......  Descent            Torque --    fpm rate of       recorded for
               Trimmed Flight     3%, Pitch          descent (RoD)     two gross
               Control            Attitude --        at normal         weight and CG
               Positions.         1.5[deg],   Augmentation      May be a series
                                  Sideslip Angle --  System(s) On      of snapshot
                                   2[deg],
                                  Longitudinal
                                  Control Position
                                  -- 
                                  5%, Lateral
                                  Control Position
                                  -- 
                                  5%, Directional
                                  Control Position
                                  -- 
                                  5%, Collective
                                  Control Position
                                  -- 
                                  5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.h.2.......  Autorotation       Torque --    Augmentation      for two gross
               Trimmed Flight     3%, Pitch          System(s) On      weight
               Control            Attitude --        and Off.          conditions.
               Positions.         1.5[deg],                     recorded for
                                  Sideslip Angle --                    normal
                                   2[deg],                       (Rotor speed
                                  Longitudinal                         tolerance
                                  Control Position                     applies only if
                                  --                      control
                                  5%, Lateral                          position is
                                  Control Position                     full down.) May
                                  --                      snapshot tests.
                                  5%, Directional
                                  Control Position
                                  -- 
                                  5%, Collective
                                  Control Position
                                  -- 
                                  5% Vertical
                                  Velocity 
                                  100 fpm or 19%,
                                  Rotor Speed
                                  1.5%.
1.i.........  Autorotation.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 202]]

 
              Entry............  Rotor Speed--      Cruise or Climb.  Record results           .....     X      X
                                  3% Pitch                      throttle
                                  Attitude                      idle. If the
                                  2[deg]Roll                           cruise
                                  Attitude--                     selected,
                                  3[deg] Yaw                           comparison must
                                  Attitude--                     maximum range
                                  5[deg] Airspeed--                    airspeed. If
                                  5 kts.                        condition is
                                  Vertical                             selected,
                                  Velocity--                     be made for the
                                  200 fpm (1.00 m/                     maximum rate of
                                  sec) or 10%.                         climb airspeed
                                                                       at or near
                                                                       maximum
                                                                       continuous
                                                                       power.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.j.........  Landing.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 203]]

 
1.j.1.......  All Engines......  Airspeed--                     of the approach
                                  3 kts.,                              and landing
                                  Altitude--                     appropriate to
                                  20 ft. (6.1m),                       the helicopter
                                  Torque--                     (running
                                  3%, Rotor Speed--                    landing for
                                  1.5%,                         approach to a
                                  Pitch Attitude--                     hover for Level
                                  1.5[deg],                     Level B, the
                                  Bank Attitude--                      criteria apply
                                  1.5[deg],                     segments at
                                  Heading--                     effective
                                  2[deg],                              translational
                                  Longitudinal                         lift.
                                  Control
                                  Position--
                                  10%, Lateral
                                  Control
                                  Position--
                                  10%, Directional
                                  Control
                                  Position--
                                  10%, Collective
                                  Control
                                  Position--
                                  10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.j.2.......  One Engine         Airspeed--                     for both
                                  3 kts.,                              Category A and
                                  Altitude--                     approaches and
                                  20 ft. (6.1m),                       landing as
                                  Torque--                     helicopter
                                  3%, Rotor Speed--                    model
                                  1.5%,                         Level B, the
                                  Pitch Attitude--                     criteria apply
                                  1.5[deg],                     segments at
                                  Bank Attitude--                      airspeeds above
                                  1.5[deg],                     translational
                                  Heading--
                                  2[deg],
                                  Longitudinal
                                  Control
                                  Position--
                                  10%, Lateral
                                  Control
                                  Position--
                                  10%, Directional
                                  Control
                                  Position--
                                  10%, Collective
                                  Control
                                  Position--
                                  10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 204]]

 
1.j.3.......  Balked Landing...  Airspeed--                     results for the
                                  3 kts.,                              maneuver
                                  Altitude--                     a stabilized
                                  20 ft. (6.1 m),                      approach at the
                                  Torque--                     decision point
                                  3%, Rotor Speed--                    (LDP).
                                  1.5%,
                                  Pitch Attitude--
                                  1.5[deg],
                                  Bank Attitude--
                                  1.5[deg],
                                  Heading--
                                  2[deg],
                                  Longitudinal
                                  Control
                                  Position--
                                  10%, Lateral
                                  Control
                                  Position--
                                  10%, Directional
                                  Control
                                  Position--
                                  10%, Collective
                                  Control
                                  Position--
                                  10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.j.4.......  Autorotational     Torque--                     results of an
                                  3%, Rotor Speed--                    autorotational
                                  3%,                           and landing
                                  Vertical                             from a
                                  Velocity--                     autorotational
                                  100 fpm (0.50 m/                     descent, to
                                  sec) or 10%,                         touch down.
                                  Pitch Attitude--
                                  2[deg],
                                  Bank Attitude--
                                  2[deg],
                                  Heading--
                                  5[deg],
                                  Longitudinal
                                  Control
                                  Position--
                                  10%, Lateral
                                  Control
                                  Position--
                                  10%, Directional
                                  Control
                                  Position--
                                  10%, Collective
                                  Control
                                  Position--
                                  10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2. Handling Qualities.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.........  Control System Mechanical Characteristic(s).
--------------------------------------------------------------------------------------------------------------------------------------------------------
              For simulators requiring Static or Dynamic tests at the controls (i.e.,                               Contact the NSPM for clarification
               cyclic, collective, and pedal), special test fixtures will not be                                     of any issue regarding helicopters
               required during initial or upgrade evaluations if the sponsor's QTG/                                  with reversible controls.
               MQTG shows both test fixture results and the results of an alternative
               approach, such as computer plots produced concurrently showing
               satisfactory agreement. Repeat of the alternative method during the
               initial or upgrade evaluation would then satisfy this test requirement.
               For initial and upgrade evaluations, the control dynamic
               characteristics must be measured at and recorded directly from the
               cockpit controls, and must be accomplished in hover, climb, cruise, and
               autorotation.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 205]]

 
2.a.1.......  Cyclic...........  Breakout--   conditions.       for an
                                  0.25 lbs. (0.112   Trim On and       uninterrupted
                                  daN) or 25%;       Off. Friction     control sweep
                                  Force--   Augmentation On   (This test does
                                  1.0 lb. (0.224     and Off.          not apply if
                                  daN) or 10%.                         aircraft
                                                                       hardware
                                                                       modular
                                                                       controllers are
                                                                       used.).
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.2.......  Collective/Pedals  Breakout--   conditions.       for an
                                  0.5 lb. (0.224     Trim On and       uninterrupted
                                  daN) or 25%;       Off. Friction     control sweep
                                  Force--   Augmentation On
                                  1.0 lb. (0.224     and Off.
                                  daN) or 10%..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.3.......  Brake Pedal Force  5 lbs.      conditions.
                                  (2.224 daN) or
                                  10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.4.......  Trim System Rate   Rate--   conditions.       applies to the
               systems).          10%.               Trim On,          recorded value
                                                     Friction Off.     of the trim
                                                                       rate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.5.......  Control Dynamics   10% of      Trim On,          recorded for a                                25% to 50% is necessary for proper
                                  time for first     Friction Off.     normal control                                excitation. Control Dynamics for
                                  zero crossing                        displacement in                               irreversible control systems may be
                                  and                      in each axis.                                 condition. Additional information
                                  10 (N+1)% of                                                                       on control dynamics is found later
                                  period                                                                             in this attachment. ``N'' is the
                                  thereafter,                                                                        sequential period of a full cycle
                                  10% of
                                  amplitude of
                                  first overshoot,
                                  20% of amplitude
                                  of 2nd and
                                  subsequent
                                  overshoots
                                  greater than 5%
                                  of initial
                                  displacement,
                                  1
                                  overshoot.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 206]]

 
2.a.6.......  Freeplay.........  0.10 in.    conditions.       compare results
                                                                       for all
                                                                       controls.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.........  Low Airspeed Handling Qualities.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.1.......  Trimmed Flight     Torque--   Flight IGE--      for several
               Positions.         3% Pitch           Sideward,         airspeed
                                  Attitude--   forward flight.   the
                                  1.5[deg] Bank      Augmentation On   translational
                                  Attitude--                     and for 45 kts.
                                  2[deg]                               forward
                                  Longitudinal                         airspeed..
                                  Control                             May be a series
                                  Position--                     tests.
                                  5% Lateral
                                  Control
                                  Position--
                                  5% Directional
                                  Control
                                  Position--
                                  5% Collective
                                  Control
                                  Position--
                                  5%.
2.b.2.......  Critical Azimuth.  Torque--   Hover.            for three
                                  3% Pitch Hover--   Augmentation On   relative wind
                                  Bank Attitude--    and Off.          directions
                                  2[deg],                       most critical
                                  Longitudinal                         case) in the
                                  Control                              critical
                                  Position--                     be a series of
                                  5%, Lateral                          snapshot tests.
                                  Control
                                  Position--
                                  5%, Directional
                                  Control
                                  Position--
                                  5%, Collective
                                  Control
                                  Position--
                                  5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.......  Control Response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.a.....  Longitudinal.....  Pitch Rate--   Agumentation On   for a step
                                  10% or                      The Off-axis
                                  2% sec. Pitch                        response must
                                  Attitude Change--                    show correct
                                  10% or                        unaugmented
                                  1.5[deg].                            cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 207]]

 
2.b.3.b.....  Lateral..........  Roll Rate--   Augmentation On   for a step
                                  10% or                      The Off-axis
                                  2% sec. Pitch                        response must
                                  Attitude Change--                    show correct
                                  10% or                        unaugmented
                                  1.5[deg].                            cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.c.....  Directional......  Yaw Rate--   Augmentation On   for a step
                                  10% or                      The Off-axis
                                  2% sec. Heading                      response must
                                  Change--                     trend for
                                  10% or 2[deg].                       unaugmented
                                                                       cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.d.....  Vertical.........  Normal             Hover control     Record results                     X      X
                                  Acceleration--

0.1 g. must show correct trend for unaugmented cases. -------------------------------------------------------------------------------------------------------------------------------------------------------- 2.c......... Longitudinal Handling Qualities. 2.c.1....... Control Response. Pitch Rate-- Augmentation On recorded for 10% or airspeeds to 2[deg]/sec., include minimum Pitch Attitude power required Change-- data for a step 10% or The Off-axis 1.5[deg]. response must show correct trend for unaugmented cases. -------------------------------------------------------------------------------------------------------------------------------------------------------- [[Page 208]] 2.c.2....... Static Stability. Longitudinal Cruise or Climb. Record results X X X Control Autorotation. for a minimum Position: and Off. on each side of 10% of change the trim speed. from trim or May be a series 0.25 in. tests. (6.3 mm) or Longitudinal Control Force: 0.5 lb. (0.223 daN) or 10%. -------------------------------------------------------------------------------------------------------------------------------------------------------- 2.c.3....... Dynamic Stability. -------------------------------------------------------------------------------------------------------------------------------------------------------- 2.c.3.a..... Long Term 10% of Augmentation On for three full calculated and Off. cycles (6 period, after input 10% of time to completed) or \1/2\ or double that sufficient amplitude, or to determine 0.02 of or double damping ratio. amplitude, whichever is less. For non- period responses, the time history must be matched. -------------------------------------------------------------------------------------------------------------------------------------------------------- 2.c.3.b..... Short Term 1.5[deg] Augmentation On for at least Pitch or 2[deg]/sec. Pitch Rate. 0.1 g Normal Acceleration. -------------------------------------------------------------------------------------------------------------------------------------------------------- [[Page 209]] 2.c.4....... Maneuvering Longitudinal Cruise or Climb. Record results X X X Typically, 30[deg]-45[deg] bank Stability. Control Augmentation On for at least angle is necessary for adequate Position-- The force may 10% of change be shown as a from trim or cross plot for 0.25 in. systems. May be (6.3mm) or a series of Longitudinal snapshot tests. Control Forces-- 0.5 lb. (0.223 daN) or 10%. -------------------------------------------------------------------------------------------------------------------------------------------------------- 2.c.5....... Landing Gear 1 sec. (Retraction) Approach (Extension). -------------------------------------------------------------------------------------------------------------------------------------------------------- 2.d......... Lateral and Directional Handling Qualities. -------------------------------------------------------------------------------------------------------------------------------------------------------- 2.d.1....... Control Response. -------------------------------------------------------------------------------------------------------------------------------------------------------- 2.d.1.a..... Lateral.......... Roll Rate-- Augmentation On for least two 10% or including the 3[deg]/sec., speed at or Roll Attitude near the Change-- required 10% or Record results 3[deg]. for a step control input. The Off-axis response must show correct trend for unaugmented cases. -------------------------------------------------------------------------------------------------------------------------------------------------------- [[Page 210]] 2.d.1.b..... Directional...... Yaw Rate-- Augmentation On at least two 10% or including the 2[deg]/sec., Yaw speed at or Attitude Change-- near the 10% or required 2[deg]. Record results for a step control input. The Off-axis response must show correct trend for unaugmented cases. -------------------------------------------------------------------------------------------------------------------------------------------------------- 2.d.2....... Directional Lateral Control Cruise; or Climb Record results X X X This is a steady heading sideslip Static Stability. Position-- Descent instead two sideslip 10% of change of Climb if angles on from trim or desired), either side of 0.25 in. and Off. The force may (6.3mm) or be shown as a Lateral Control cross plot for Force-- systems. May be 0.5 lb. (0.223 a series of daN) or 10%, snapshot tests. Roll Attitude-- 1.5, Directional Control Position-- 10% of change from trim or 0.25 in. (6.3mm) or Directional Control Force-- 1 lb. (0.448 daN) or 10%., Longitudinal Control Position-- 10% of change from trim or 0.25 in. (6.3mm), Vertical Velocity-- 100 fpm (0.50m/ sec) or 10%. -------------------------------------------------------------------------------------------------------------------------------------------------------- 2.d.3....... Dynamic Lateral and Directional Stability. -------------------------------------------------------------------------------------------------------------------------------------------------------- [[Page 211]] 2.d.3.a..... Lateral- 0.5 sec. Augmentation On/ for at least Oscillations. or The test must 10% of period, be initiated 10% of or a pedal time to \1/2\ or doublet input. double amplitude Record results or cycles (12 0.02 of damping overshoots ratio, completed) or 20% of to determine 1 sec. of time time to \1/2\ difference or double between peaks of amplitude, bank and whichever is sideslip. less. For non- periodic response, the time history must be matched. -------------------------------------------------------------------------------------------------------------------------------------------------------- 2.d.3.b..... Spiral Stability. Correct Trend, Cruise or Climb. Record the X X X 2[deg] and Off. release from bank or cyclic only 10% in 20 sec. turns. Results must be recorded from turns in both directions. -------------------------------------------------------------------------------------------------------------------------------------------------------- 2.d.3.c..... Adverse/Proverse Correct Trend, Cruise or Climb. Record the time X X X Yaw. 2[deg] and Off. initial entry transient into cyclic sideslip angle. only turns, using only a moderate rate for cyclic input. Results must be recorded for turns in both directions. -------------------------------------------------------------------------------------------------------------------------------------------------------- 2. Handling Qualities. -------------------------------------------------------------------------------------------------------------------------------------------------------- [[Page 212]] 2.a......... Control System 3. Motion System. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a......... Motion Envelope. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.1 Pitch. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.1.a..... Displacement--TBD ................. ................ ................ ..... X [deg]. -------------------------------------------------------------------------------------------------------------------------------------------------------- 25[deg]. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.1.b..... Velocity--TBD[deg ................. ................ ................ X ]/sec. -------------------------------------------------------------------------------------------------------------------------------------------------------- 20[deg]/ sec. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.1.c..... Acceleration--TBD ................. ................ ................ X [deg]/sec\2\. -------------------------------------------------------------------------------------------------------------------------------------------------------- 100[deg]/ sec\2\. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.2 Roll. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.2.a..... Displacement--TBD ................. ................ ................ X [deg]. -------------------------------------------------------------------------------------------------------------------------------------------------------- 25[deg]. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.2.b..... Velocity--TBD[deg ................. ................ ................ X ]/sec. -------------------------------------------------------------------------------------------------------------------------------------------------------- 20[deg]/ sec. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.2.c..... Acceleration--TBD ................. ................ ................ X ..... [deg]/sec\2\. -------------------------------------------------------------------------------------------------------------------------------------------------------- 100[deg]/ sec\2\. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.3....... Yaw -------------------------------------------------------------------------------------------------------------------------------------------------------- [[Page 213]] 3.a.3.a..... Displacement - ................. ................ ................ X X 25[deg]. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.3.b..... Velocity-- 20[deg]/sec. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.3.c..... Acceleration--100[deg]/ sec\2\. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.4....... Vertical......... ................. ................ ................ -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.4.a..... Displacement--TBD ................. ................ ................ X in. -------------------------------------------------------------------------------------------------------------------------------------------------------- 34 in.. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.4.b..... Velocity--TBD in. ................. ................ ................ X -------------------------------------------------------------------------------------------------------------------------------------------------------- 24 in. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.4.c..... Acceleration--TBD ................. ................ ................ X ..... g. -------------------------------------------------------------------------------------------------------------------------------------------------------- 0.8 g. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.A.5....... Lateral -------------------------------------------------------------------------------------------------------------------------------------------------------- Displacement: ................. ................ ................ X X 45 in. -------------------------------------------------------------------------------------------------------------------------------------------------------- Velocity: 28 in/sec. -------------------------------------------------------------------------------------------------------------------------------------------------------- Acceleration: ................. ................ ................ X X 0.6 g. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.6....... Longitudinal. -------------------------------------------------------------------------------------------------------------------------------------------------------- Displacement: ................. ................ ................ X X 34 in. -------------------------------------------------------------------------------------------------------------------------------------------------------- Velocity: 28 in/sec. -------------------------------------------------------------------------------------------------------------------------------------------------------- Acceleration: ................. ................ ................ X X 0.6 g. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.7....... Initial Rotational Acceleration Ratio -------------------------------------------------------------------------------------------------------------------------------------------------------- All axes: ................. ................ ................ X TBD[deg]/sec\2\/ sec. -------------------------------------------------------------------------------------------------------------------------------------------------------- All axes: ................. ................ ................ X X 300[deg]/ sec\2\/ sec. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.a.8....... Initial Linear Acceleration Ratio. -------------------------------------------------------------------------------------------------------------------------------------------------------- [[Page 214]] Vertical: TBD g/sec. -------------------------------------------------------------------------------------------------------------------------------------------------------- 6g/sec. -------------------------------------------------------------------------------------------------------------------------------------------------------- Lateral: 3g/sec. -------------------------------------------------------------------------------------------------------------------------------------------------------- Longitudinal: ................. ................ ................ X X 3g/sec. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.b......... Frequency Response -------------------------------------------------------------------------------------------------------------------------------------------------------- Band, Hz Phase, Amplitude, Ratio, ................ ................ ..... X X X deg.. db,. -------------------------------------------------------------------------------------------------------------------------------------------------------- 0.10 to 0.5 -15 2. 2. -------------------------------------------------------------------------------------------------------------------------------------------------------- 0.51 to 1.0 -15 4,. 4. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.c......... Leg Balance. -------------------------------------------------------------------------------------------------------------------------------------------------------- Leg Balance...... 1.5[deg]......... ................ The phase shift ..... X X X between a datum jack and any other jack must be measured using a heave (vertical) signal of 0.5 Hz. at 0.25 g. -------------------------------------------------------------------------------------------------------------------------------------------------------- 3.d......... Turn Around. -------------------------------------------------------------------------------------------------------------------------------------------------------- [[Page 215]] Turn Around...... 0.05 g........... ................ The motion base X X X must be driven sinusoidally in heave through a displacement of 6 inches (150mm) peak to peak at a frequency of 0.5 Hz. Deviation from the desired sinusoidal acceleration must be measured. -------------------------------------------------------------------------------------------------------------------------------------------------------- 4........... Visual System Display Tests. -------------------------------------------------------------------------------------------------------------------------------------------------------- 4.a......... Field of View. -------------------------------------------------------------------------------------------------------------------------------------------------------- 4.a.1....... Continuous Minimum N/A............. An SOC is X A vertical field of view of 30[deg] collimated continuous required. may be insufficient to meet visual visual field of collimated field Horizontal ground segment requirements. Field view. of view field of view of view may be measured using a providing is centered on visual test pattern filling the 75[deg] the zero degree entire visual scene (all channels) horizontal and azimuth line with a matrix of black and white 30[deg] vertical relative to the 5[deg] squares. The installed field of view aircraft alignment should be addressed in for each pilot fuselage. the SOC. simultaneously. -------------------------------------------------------------------------------------------------------------------------------------------------------- [[Page 216]] 4.a.2....... Continuous Minimum N/A/............ An SOC is X Field of view may be measured using collimated continuous required. a visual test pattern filling the visual field of collimated field Horizontal entire visual scene (all channels) view. of view field of view with a matrix of black and white providing is centered on 5[deg] squares. The installed 150[deg] the zero degree alignment should be addressed in horizontal and azimuth line the SOC. 40[deg] vertical relative to the field of view aircraft for each pilot fuselage. simultaneously. -------------------------------------------------------------------------------------------------------------------------------------------------------- 4.a.3....... Continuous Minimum N/A............. An SOC is X Field of view may be measured using collimated continuous required. a visual test pattern filling the visual field of collimated field Horizontal entire visual scene (all channels) view. of view field of view with a matrix of black and white providing is centered on 5[deg] squares. The installed 180[deg] the zero degree alignment should be addressed in horizontal and azimuth line the SOC. 60[deg] vertical relative to the field of view aircraft for each pilot fuselage. simultaneously. -------------------------------------------------------------------------------------------------------------------------------------------------------- [[Page 217]] 4.c......... Surface contrast Not less than 5:1 N/A............. The ratio is X Measurements may be made using a ratio. calculated by 1[deg] spot photometer and a raster dividing the drawn test pattern filling the brightness entire visual scene (all channels) level of the with a test pattern of black and center, bright white squares, 5 per square, with a square white square in the center of each (providing at channel. During contrast ratio least 2 foot- testing, simulator aft-cab and lamberts or 7 flight deck ambient light levels cd/ms\2\) by should be zero. the brightness level of any adjacent dark square. 4.d......... Highlight Not less than six N/A............. Measure the X Measurements may be made using a brightness. (6) foot- brightness of 1[deg] spot photometer and a raster lamberts (20 cd/ the center, drawn test pattern filling the m \2\). white square entire visual scene (all channels) while with a test pattern of black and superimposing a white squares, 5 per square, with a highlight on white square in the center of each that white channel. square. The use of calligraphic capabilities to enhance the raster brightness is acceptable; however, measuring light points is not acceptable. -------------------------------------------------------------------------------------------------------------------------------------------------------- [[Page 218]] 4.e......... Vernier Not greater than N/A............. An SOC is X X resolution 3 arc minutes. required and (surface must include resolution). the appropriate calculations and an explanation of those calculations. -------------------------------------------------------------------------------------------------------------------------------------------------------- 4.f......... Light point size. Not greater than N/A............. An SOC is X X Light point size may be measured six (6) arc- required and using a test pattern consisting of minutes.. must include a centrally located single row of the relevant light points reduced in length calculations until modulation is just and an discernible in each visual channel. explanation of A row of 48 lights will form a those 4[deg] angle or less. calculations. -------------------------------------------------------------------------------------------------------------------------------------------------------- [[Page 219]] 4.g......... Light point Not less than N/A............. An SOC is X X A 1[deg] spot photometer may be used contrast ratio. 25:1. required and to measure a square of at least must include 1[deg] filled with light points the relevant (where light point modulation is calculations.. just discernible) and compare the results to the measured adjacent background. During contrast ratio testing, simulator aft-cab and flight deck ambient light levels should be zero. -------------------------------------------------------------------------------------------------------------------------------------------------------- [[Page 220]] ________________________________________________________________________ Begin Information 2. Control Dynamics. a. General. The characteristics of a helicopter flight control system have a major effect on the handling qualities. A significant consideration in pilot acceptability of a helicopter is the ``feel'' provided through the flight controls. Considerable effort is expended on helicopter feel system design so that pilots will be comfortable and will consider the helicopter desirable to fly. In order for a FFS to be representative, it should ``feel'' like the helicopter being simulated. Compliance with this requirement is determined by comparing a recording of the control feel dynamics of the FFS to actual helicopter measurements in the takeoff, cruise and landing configurations. b. Recordings such as free response to an impulse or step function are classically used to estimate the dynamic properties of electromechanical systems. In any case, it is only possible to estimate the dynamic properties as a result of only being able to estimate true inputs and responses. Therefore, it is imperative that the best possible data be collected since close matching of the FFS control loading system to the helicopter system is essential. The required dynamic control tests are described in Table C2A of this attachment. c. For initial and upgrade evaluations, the QPS requires that control dynamics characteristics be measured and recorded directly from the flight controls (Handling Qualities--Table C2A). This procedure is usually accomplished by measuring the free response of the controls using a step or impulse input to excite the system. The procedure should be accomplished in the takeoff, cruise and landing flight conditions and configurations. d. For helicopters with irreversible control systems, measurements may be obtained on the ground if proper pitot-static inputs are provided to represent airspeeds typical of those encountered in flight. Likewise, it may be shown that for some helicopters, hover, climb, cruise, and autorotation have like effects. Thus, one may suffice for another. If either or both considerations apply, engineering validation or helicopter manufacturer rationale should be submitted as justification for ground tests or for eliminating a configuration. For FFSs requiring static and dynamic tests at the controls, special test fixtures will not be required during initial and upgrade evaluations if the QTG shows both test fixture results and the results of an alternate approach (e.g., computer plots that were produced concurrently and show satisfactory agreement). Repeat of the alternate method during the initial evaluation would satisfy this test requirement. (1) Control Dynamics Evaluations. The dynamic properties of control systems are often stated in terms of frequency, damping, and a number of other classical measurements. In order to establish a consistent means of validating test results for FFS control loading, criteria are needed that will clearly define the measurement interpretation and the applied tolerances. Criteria are needed for underdamped, critically damped and overdamped systems. In the case of an underdamped system with very light damping, the system may be quantified in terms of frequency and damping. In critically damped or overdamped systems, the frequency and damping are not readily measured from a response time history. Therefore, the following suggested measurements may be used: (2) For Levels C and D simulators. Tests to verify that control feel dynamics represent the helicopter should show that the dynamic damping cycles (free response of the controls) match those of the helicopter within specified tolerances. The NSPM recognizes that several different testing methods may be used to verify the control feel dynamic response. The NSPM will consider the merits of testing methods based on reliability and consistency. One acceptable method of evaluating the response and the tolerance to be applied is described below for the underdamped and critically damped cases. A sponsor using this method to comply with the QPS requirements should perform the tests as follows: e. Tolerances. (1) Underdamped Response. (a) Two measurements are required for the period, the time to first zero crossing (in case a rate limit is present) and the subsequent frequency of oscillation. It is necessary to measure cycles on an individual basis in case there are non-uniform periods in the response. Each period will be independently compared to the respective period of the helicopter control system and, consequently, will enjoy the full tolerance specified for that period. (b) The damping tolerance will be applied to overshoots on an individual basis. Care should be taken when applying the tolerance to small overshoots since the significance of such overshoots becomes questionable. Only those overshoots larger than 5 percent of the total initial displacement should be considered significant. The residual band, labeled T(Ad) on Figure C2A is 5 percent of the initial displacement amplitude Ad from the steady state value of the oscillation. Only oscillations outside the residual band are considered significant. When comparing FFS data to helicopter data, the process should begin by overlaying or aligning the FFS and airplane steady state values and then comparing amplitudes of oscillation peaks, the time of the first zero crossing, and individual [[Page 221]] periods of oscillation. The FFS should show the same number of significant overshoots to within one when compared against the helicopter airplane data. The procedure for evaluating the response is illustrated in Figure C2A. (2) Critically damped and Overdamped Response. overdamped response. Due to the nature of critically damped and overdamped responses (no overshoots), the time to reach 90 percent of the steady state (neutral point) value should be the same as the helicopter within 10 percent. The simulator response must be critically damped also. Figure C2B illustrates the procedure. (3) The following summarizes the tolerances: T(P0) 10% of P0 T(P1) 20% of P1 T(A) 10% of A1, 20% of Subsequent Peaks T(Ad) 10% of Ad = Residual Band Overshoots 1 (4) In the event the number of cycles completed outside of the residual band, and thereby significant, exceeds the number depicted in figure 1 of this attachment, the following tolerances (T) will apply: T(Pn) 10%(n+1)% of Pn, where ``n'' is the next in sequence. [[Page 222]] [GRAPHIC] [TIFF OMITTED] TR30OC06.027 3. Motion Cue Repeatability Testing. a. The motion system characteristics in the Table C2A address basic system capability, but not pilot cueing capability. Motion systems will continue to be ``tuned'' subjectively until there is an objective procedure for determining the motion cues necessary to support pilot tasks and stimulate the pilot response that occurs in a helicopter for the same tasks. When a motion system is tuned, it is important to test the system to ensure that it continues to perform as originally qualified. Any motion performance change from the initially qualified baseline can be measured objectively. b. Motion performance change should be assessed at least annually. An assessment may be conducted as follows: (1) Compare the current performance of the motion system to the initial recorded test data. (2) Record the parameters of the motion drive algorithms and the jack position transducers. (3) Insert the test input signals at an appropriate point prior to the integrations in [[Page 223]] the equations of motion (see Figure C2C of this attachment). (4) Adjust the characteristics of the test signal (see Figure C2D of this attachment) to ensure that the motion is exercised properly. Motion system manufactures suggest a range of approximately \2/3\ of the maximum displacement capability in each axis with a time segment (T0-T1) of sufficient duration to ensure steady initial conditions. [[Page 224]] [GRAPHIC] [TIFF OMITTED] TR30OC06.028 [[Page 225]] Attachment 3 to Appendix C to Part 60--Simulator Subjective Evaluation 1. Discussion ________________________________________________________________________ Begin Information a. The subjective tests provide a basis for evaluating the capability of the simulator to perform over a typical utilization period; determining that the simulator competently simulates each required maneuver, procedure, or task; and verifying correct operation of the simulator controls, instruments, and systems. The items listed in the following Tables are for simulator evaluation purposes only. They must not be used to limit or exceed the authorizations for use of a given level of simulator as described on the Statement of Qualification or as may be approved by the TPAA. All items in the following paragraphs are subject to an examination. b. The tests in Table A3A, Operations Tasks, in this attachment address pilot functions, including maneuvers and procedures (called flight tasks), and is divided by flight phases. The performance of these tasks by the NSPM includes an operational examination of the visual system and special effects. There are flight tasks included to address some features of advanced technology helicopters and innovative training programs. c. The tests in Table A3A, Operations Tasks, and Table A3G, Instructor Operating Station, in this attachment addresses the overall function and control of the simulator including the various simulated environmental conditions; simulated helicopter system operation (normal, abnormal, and emergency); visual system displays; and special effects necessary to meet flight crew training, evaluation, or flight experience requirements. d. All simulated helicopter systems functions will be assessed for normal and, where appropriate, alternate operations. Normal, abnormal, and emergency operations associated with a flight phase will be assessed during the evaluation of flight tasks or events within that flight phase. Simulated helicopter systems are listed separately under ``Any Flight Phase'' to ensure appropriate attention to systems checks. Operational navigation systems (including inertial navigation systems, global positioning systems, or other long-range systems) and the associated electronic display systems will be evaluated if installed. The NSP pilot will include in his report to the TPAA, the effect of the system operation and any system limitation. e. Simulators demonstrating a satisfactory circling approach will be qualified for the circling approach maneuver and may be approved for such use by the TPAA in the sponsor's FAA-approved flight training program. To be considered satisfactory, the circling approach will be flown at maximum gross weight for landing, with minimum visibility for the helicopter approach category, and must allow proper alignment with a landing runway at least 90[deg] different from the instrument approach course while allowing the pilot to keep an identifiable portion of the airport in sight throughout the maneuver (reference--14 CFR 91.175(e)). f. At the request of the TPAA, the NSP Pilot may assess the simulator for a special aspect of a sponsor's training program during the functions and subjective portion of an evaluation. Such an assessment may include a portion of a Line Oriented Flight Training (LOFT) scenario or special emphasis items in the sponsor's training program. Unless directly related to a requirement for the qualification level, the results of such an evaluation would not affect the qualification of the simulator. g. The NSPM acknowledges that there are previously qualified simulators with certain, early generation Computer Generated Image (CGI) visual systems, that are limited by either the capability of the Imgage Generator or the display system used. As a result, the NSPM has agreed to discuss the specific circumstances that may be determined to exist and has agreed to reach a mutually acceptable course of action to address these limitations beyond those that are listed in the QPS requirements of this table. The following are examples: (1) Early CGI visual systems that are exempt from the necessity of including runway numbers as a part of the specific runway marking requirements are: (a) Link NVS and DNVS. (b) Novoview 2500 and 6000. (c) FlightSafety VITAL series up to, and including, VITAL III, but not beyond. (d) Redifusion SP1, SP1T, and SP2. (2) Early CGI visual systems that are exempt from the necessity of including runway numbers except for those runways used for LOFT training sessions. These LOFT airport models require runway numbers but only for the specific runway end (one direction) used in the LOFT session. The systems required to display runway numbers only for LOFT scenes are: (a) FlightSafety VITAL IV. (b) Redifusion SP3 and SP3T. (c) Link-Miles Image II. (3) Previously qualified CGI and/or display systems that are incapable of generating blue lights, and therefore will not be required to have accurate taxi-way edge lighting are: (a) Redifusion SP1 and SP1T. (b) FlightSafety Vital IV. (c) Link-Miles Image II and Image IIT (d) XKD displays (even though the XKD image generator is capable of generating [[Page 226]] blue colored lights, the display cannot accommodate that color). End Information ________________________________________________________________________ Table C3A--Functions and Subjective Tests ------------------------------------------------------------------------ <<< QPS requirements ------------------------------------------------------------------------- Simulator level No. Operations tasks ------------------- A B C D ------------------------------------------------------------------------ Tasks in this table are subject to evaluation if appropriate for the helicopter simulated as indicated in the SOQ Configuration List and/or the level of simulator qualification involved. Items not installed or not functional on the simulator and, therefore, not appearing on the SOQ Configuration List, are not required to be listed as exceptions on the SOQ. ------------------------------------------------------------------------ 1. Preparation For Flight ------------------------------------------------------------------------ 1.a........................ Cockpit check: X X X switches, indicators, systems, and equipment. ------------------------------------------------------------------------ 2. APU/Engine start and run-up ------------------------------------------------------------------------ 2.a........................ Normal start procedures X X X ------------------------------------------------------------------------ 2.b........................ Alternate start X X X procedures. ------------------------------------------------------------------------ 2.c........................ Abnormal starts and X X X shutdowns (e.g., hot start, hung start). ------------------------------------------------------------------------ 2.d........................ Rotor engagement....... X X X ------------------------------------------------------------------------ 2.e........................ System checks.......... X X X ------------------------------------------------------------------------ 3. (Reserved) ------------------------------------------------------------------------ 4. (Reserved) ------------------------------------------------------------------------ 5. (Reserved) ------------------------------------------------------------------------ 6. Take-off ------------------------------------------------------------------------ 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...................... (Reserved). ------------------------------------------------------------------------ 6.a.8...................... (Reserved). ------------------------------------------------------------------------ 6.a.9...................... (Reserved). ------------------------------------------------------------------------ 6.a.10..................... (Reserved). ------------------------------------------------------------------------ 6.b........................ Abnormal/emergency X X X procedures. ------------------------------------------------------------------------ 6.b.1...................... Takeoff with engine X X X failure after critical decision point (CDP) ------------------------------------------------------------------------ 6.b.1.a.................... Cat A............... X X X ------------------------------------------------------------------------ 6.b.1.b.................... Cat B............... X X X ------------------------------------------------------------------------ 6.c........................ (Reserved). ------------------------------------------------------------------------ 7. Climb ------------------------------------------------------------------------ [[Page 227]] 7.a........................ Normal................. X X X ------------------------------------------------------------------------ 7.b........................ (Reserved). ------------------------------------------------------------------------ 7.c........................ (Reserved). ------------------------------------------------------------------------ 7.d........................ One engine inoperative. X 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 X X X decelerations. ------------------------------------------------------------------------ 8.e........................ High speed vibrations.. X X X ------------------------------------------------------------------------ 8.f........................ (Reserved). ------------------------------------------------------------------------ 8.g........................ Abnormal/emergency X X X procedures. ------------------------------------------------------------------------ 8.g.1...................... Engine fire X X X ------------------------------------------------------------------------ 8.g.2...................... Engine failure X X X ------------------------------------------------------------------------ 8.g.3...................... Inflight engine X X X shutdown and restart ------------------------------------------------------------------------ 8.g.4...................... Fuel governing system X X X failures ------------------------------------------------------------------------ 8.g.5...................... Directional control X X X malfunction ------------------------------------------------------------------------ 8.g.6...................... Hydraulic failure X X X ------------------------------------------------------------------------ 8.g.7...................... Stability system X X X failure ------------------------------------------------------------------------ 8.g.8...................... Rotor vibrations X X X ------------------------------------------------------------------------ 9. Descent ------------------------------------------------------------------------ 9.a........................ Normal................. X X X ------------------------------------------------------------------------ 9.b........................ Maximum rate........... X X X ------------------------------------------------------------------------ 9.c........................ (Reserved). ------------------------------------------------------------------------ 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 X X X inoperative ------------------------------------------------------------------------ 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 ------------------------------------------------------------------------ [[Page 228]] 10.a.3.d................... (Reserved). ------------------------------------------------------------------------ 10.a.3.e................... Helicopter only..... X X X ------------------------------------------------------------------------ 10.a.4..................... Missed approach X X X ------------------------------------------------------------------------ 10.a.4.a................... All engines X X X operating. ------------------------------------------------------------------------ 10.a.4.b................... One or more engines X X X inoperative. ------------------------------------------------------------------------ 10.b....................... Precision.............. X X X ------------------------------------------------------------------------ 10.b.1..................... All engines operating X X X ------------------------------------------------------------------------ 10.b.2..................... One or more engines X X X inoperative ------------------------------------------------------------------------ 10.b.3..................... Approach procedures X X X ------------------------------------------------------------------------ 10.b.3.a................... PAR................. X X X ------------------------------------------------------------------------ 10.b.3.b................... MLS................. X X X ------------------------------------------------------------------------ 10.b.3.c................... ILS................. X X X ------------------------------------------------------------------------ 10.b.3.c................... (1) Manual (raw X X X data). ------------------------------------------------------------------------ 10.b.3.c................... (2) Flight director X X X only. ------------------------------------------------------------------------ 10.b.3.c................... (3) Autopilot X X X coupled. ------------------------------------------------------------------------ 10.b.3.c................... --Cat I........... X X X ------------------------------------------------------------------------ 10.b.3.c................... --Cat II.......... X X X ------------------------------------------------------------------------ 10.b.4..................... Missed approach ------------------------------------------------------------------------ 10.b.4.a................... All engines X X X operating. ------------------------------------------------------------------------ 10.b.4.b................... One or more engines X X X inoperative. ------------------------------------------------------------------------ 10.b.4.c................... Stability system X X X failure ------------------------------------------------------------------------ 10.c....................... (Reserved). ------------------------------------------------------------------------ 11. (Reserved) ------------------------------------------------------------------------ 12. Any Flight Phase ------------------------------------------------------------------------ 12.a....................... Helicopter and powerplant systems operation. ------------------------------------------------------------------------ 12.a.1..................... Air conditioning X X X ------------------------------------------------------------------------ 12.a.2..................... Anti-icing/deicing X X X ------------------------------------------------------------------------ 12.a.3..................... Auxiliary power-plant X X X ------------------------------------------------------------------------ 12.a.4..................... Communications X X X ------------------------------------------------------------------------ 12.a.5..................... Electrical X X X ------------------------------------------------------------------------ 12.a.6..................... Fire detection and X X X suppression ------------------------------------------------------------------------ 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 ------------------------------------------------------------------------ [[Page 229]] 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 X X X computers ------------------------------------------------------------------------ 12.a.16.................... Stability and control X X X augmentation ------------------------------------------------------------------------ 12.b....................... Flight management and guidance system. ------------------------------------------------------------------------ 12.b.1..................... Airborne radar X X X ------------------------------------------------------------------------ 12.b.2..................... Automatic landing X X X aids ------------------------------------------------------------------------ 12.b.3..................... Autopilot X X X ------------------------------------------------------------------------ 12.b.4..................... Collision avoidance X X X system ------------------------------------------------------------------------ 12.b.5..................... Flight data displays X X X ------------------------------------------------------------------------ 12.b.6..................... Flight management X X X computers ------------------------------------------------------------------------ 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 X X X stall recovery ------------------------------------------------------------------------ 12.c.4..................... Mast bumping X X X ------------------------------------------------------------------------ 13. Engine Shutdown and Parking ------------------------------------------------------------------------ 13.a....................... Engine and systems X X X operation. ------------------------------------------------------------------------ 13.b....................... Parking brake operation X X X ------------------------------------------------------------------------ 13.c....................... Rotor brake operation.. X X X ------------------------------------------------------------------------ 13.d....................... Abnormal/emergency X X X procedures. ------------------------------------------------------------------------ Table C3B [Reserved] Table C3C [Reserved] Table C3D--Functions and Subjective Tests ------------------------------------------------------------------------ <<< QPS requirements ------------------------------------------------------------------------- Instructor Operating Simulator level Number Station (IOS) (As ------------------- appropriate) A B C D ------------------------------------------------------------------------ Functions in this table are subject to evaluation only if appropriate for the helicopter and/or the system is installed on the specific simulator. ------------------------------------------------------------------------ 1. Simulator Power ....................... ... X X X Switch(es) ------------------------------------------------------------------------ [[Page 230]] 2. Helicopter conditions ------------------------------------------------------------------------ 2.a........................ Gross weight, center ... X X X of gravity, fuel loading and allocation 2.b........................ Helicopter systems ... X X X status 2.c........................ Ground crew functions ... X X X ------------------------------------------------------------------------ 3. Airports/Heliports ------------------------------------------------------------------------ 3.a........................ Number and selection ... X X X 3.b........................ Runway or landing ... X X X area selection 3.c........................ Landing surface ... X X X conditions (rough, smooth, icy, wet, dry, snow) 3.d........................ Preset positions ... X X X 3.e........................ Lighting controls ... X X X ------------------------------------------------------------------------ 4. Environmental controls ------------------------------------------------------------------------ 4.a........................ (Reserved) 4.b........................ (Reserved) 4.c........................ Temperature ... X X X 4.d........................ Climate conditions ... X X X 4.e........................ Wind speed and ... X X X direction 4.f........................ (Reserved) ... ... ... ... ------------------------------------------------------------------------ 5. Helicopter system ....................... X X X malfunctions (Insertion/ deletion) ------------------------------------------------------------------------ 6. Locks, Freezes, and Repositioning ------------------------------------------------------------------------ 6.a........................ Problem (all) freeze/ ... X X X release 6.b........................ Position (geographic) ... X X X freeze/release 6.c........................ Repositioning ... X X X (locations, freezes, and releases) 6.d........................ Ground speed control ... X X X ------------------------------------------------------------------------ 7. Remote IOS. ....................... X X X ------------------------------------------------------------------------ 8. Sound Controls. On/off/ ....................... X X X adjustment ------------------------------------------------------------------------ 9. Motion/Control Loading System ------------------------------------------------------------------------ 9.a........................ On/off/emergency stop ... X X X ------------------------------------------------------------------------ 10. Observer Seats/ ....................... X X X Stations. Position/ Adjustment/Positive restraint system ------------------------------------------------------------------------ Attachment 4 to Appendix C to Part 60--Sample Documents Table of Contents Title of Sample Figure C4A--Sample Letter, Request for Initial, Upgrade, or Reinstatement Evaluation Figure C4B--Attachment: FSTD Information Form Figure C4C--Sample Qualification Test Guide Cover Page Figure C4D--Sample Statement of Qualification--Certificate Figure C4E--Sample Statement of Qualification--Configuration List Figure C4F--Sample Statement of Qualification--List of Qualified Tasks Figure C4G--Sample Continuing Qualification Evaluation Requirements Page Figure C4H--Sample MQTG Index of Effective FSTD Directives [[Page 231]] [GRAPHIC] [TIFF OMITTED] TR30OC06.029 [[Page 232]] [GRAPHIC] [TIFF OMITTED] TR30OC06.030 [[Page 233]] [GRAPHIC] [TIFF OMITTED] TR30OC06.031 [[Page 234]] [GRAPHIC] [TIFF OMITTED] TR30OC06.032 [[Page 235]] [GRAPHIC] [TIFF OMITTED] TR30OC06.033 [[Page 236]] [GRAPHIC] [TIFF OMITTED] TR30OC06.034 [[Page 237]] [GRAPHIC] [TIFF OMITTED] TR30OC06.035 [[Page 238]] [GRAPHIC] [TIFF OMITTED] TR30OC06.036 [[Page 239]] [GRAPHIC] [TIFF OMITTED] TR30OC06.037 [[Page 240]] [GRAPHIC] [TIFF OMITTED] TR30OC06.038 [[Page 241]] [GRAPHIC] [TIFF OMITTED] TR30OC06.039 [[Page 242]] [GRAPHIC] [TIFF OMITTED] TR30OC06.040 Sec. Appendix D to Part 60--Qualification Performance Standards for Helicopter Flight Training Devices ________________________________________________________________________ Begin Information This appendix establishes the standards for Helicopter Flight Training Device (FTD) evaluation and qualification at Level 4, Level 5, or Level 6. The Flight Standards Service, National Simulator Program Manager (NSPM), is responsible for the development, application, and implementation of the standards contained within this appendix. The procedures and criteria specified in this appendix will be used by the NSPM, or a person or persons assigned by the NSPM when conducting helicopter FTD evaluations. Table of Contents 1. Introduction. 2. Applicability (Sec. 60.1) and Applicability of sponsor rules to persons who are not sponsors and who are engaged in certain unauthorized activities (Sec. 60.2). 3. Definitions (60.3). 4. Qualification Performance Standards (Sec. 60.4). 5. Quality Management System (Sec. 60.5). 6. Sponsor Qualification Requirements (Sec. 60.7). 7. Additional Responsibilities of the Sponsor (Sec. 60.9). 8. FTD Use (Sec. 60.11). 9. FTD Objective Data Requirements (Sec. 60.13). 10. Special Equipment and Personnel Requirements for Qualification of the FTD (Sec. 60.14). 11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15). 12. Additional Qualifications for Currently Qualified FTDs (Sec. 60.16). 13. Previously Qualified FTDs (Sec. 60.17). 14. Inspection, Continuing Qualification Evaluation, and Maintenance Requirements (Sec. 60.19). 15. Logging FTD Discrepancies (Sec. 60.20). 16. Interim Qualification of FTDs for New Helicopter Types or Models (Sec. 60.21). 17. Modifications to FTDs (Sec. 60.23). 18. Operations with Missing, Malfunctioning, or Inoperative Components (Sec. 60.25). 19. Automatic Loss of Qualification and Procedures for Restoration of Qualification (Sec. 60.27). 20. Other Losses of Qualification and Procedures for Restoration of Qualification (Sec. 60.29). 21. Record Keeping and Reporting (Sec. 60.31). 22. Applications, Logbooks, Reports, and Records: Fraud, Falsification, or Incorrect Statements (Sec. 60.33). 23. [Reserved] 24. Levels of FTD. 25. FSTD Qualification on the Basis of a Bilateral Aviation Safety Agreement (BASA) (Sec. 60.37). Attachment 1 to Appendix D to Part 60--General FTD Requirements. Attachment 2 to Appendix D to Part 60--Flight Training Device (FTD) Objective Tests. Attachment 3 to Appendix D to Part 60--Flight Training Device (FTD) Subjective Evaluation. Attachment 4 to Appendix D to Part 60--Sample Documents. [[Page 243]] End Information ________________________________________________________________________ 1. Introduction ________________________________________________________________________ Begin Information a. This appendix contains background information as well as regulatory and informative material as described later in this section. To assist the reader in determining what areas are required and what areas are permissive, the text in this appendix is divided into two sections: ``QPS Requirements'' and ``Information.'' The QPS Requirements sections contain details regarding compliance with the part 60 rule language. These details are regulatory, but are found only in this appendix. The Information sections contain material that is advisory in nature, and designed to give the user general information about the regulation. b. Related Reading References. (1) 14 CFR part 60 (2) 14 CFR part 61. (3) 14 CFR part 63. (4) 14 CFR part 119. (5) 14 CFR part 121. (6) 14 CFR part 125 (7) 14 CFR part 135. (8) 14 CFR part 141 (9) 14 CFR part 142 (10) Advisory Circular (AC) 120-28C, Criteria for Approval of Category III Landing Weather Minima. (11) AC 120-29, Criteria for Approving Category I and Category II Landing Minima for part 121 operators. (12) AC 120-35B, Line Operational Simulations: Line-Oriented Flight Training, Special Purpose Operational Training, Line Operational Evaluation. (13) AC 120-41, Criteria for Operational Approval of Airborne Wind Shear Alerting and Flight Guidance Systems. (14) AC 120-57A, Surface Movement Guidance and Control System (SMGS). (15) AC 150/5300-13, Airport Design. (16) AC 150/5340-1G, Standards for Airport Markings. (17) AC 150/5340-4C, Installation Details for Runway Centerline Touchdown Zone Lighting Systems. (18) AC 150/5390--2B, Heliport Design. (19) AC 150/5340-19, Taxiway Centerline Lighting System. (20) AC 150/5340-24, Runway and Taxiway Edge Lighting System. (21) AC 150/5345-28D, Precision Approach Path Indicator (PAPI) Systems. (22) International Air Transport Association document, ``Flight Simulator Design and Performance Data Requirements,'' as amended. (23) AC 29-2B, Flight Test Guide for Certification of Transport Category Rotorcraft. (24) AC 27-1A, Flight Test Guide for Certification of Normal Category Rotorcraft. (25) International Civil Aviation Organization (ICAO) Manual of Criteria for the Qualification of Flight Simulators, as amended. (26) Airplane Flight Simulator Evaluation Handbook, Volume I, as amended and Volume II, as amended, The Royal Aeronautical Society, London, UK. (27) FAA Publication FAA-S-8081 series (Practical Test Standards for Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot, and Instrument Ratings). (28) The FAA Aeronautical Information Manual (AIM). An electronic version of the AIM is on the internet at http://www.faa.gov/atpubs. End Information ________________________________________________________________________ 2. Applicability (Sec. Sec. 60.1 & 60.2) There is no additional regulatory or informational material that applies to Sec. 60.1, Applicability, or to Sec. 60.2, Applicability of sponsor rules to person who are not sponsors and who are engaged in certain unauthorized activities. 3. Definitions (Sec. 60.3) ________________________________________________________________________ Begin Information See appendix F for a list of definitions and abbreviations from part 1, part 60, and the QPS appendices of part 60. End Information ________________________________________________________________________ 4. Qualification Performance Standards (Sec. 60.4) There is no additional regulatory or informational material that applies to Sec. 60.4, Qualification Performance Standards. 5. Quality Management System (Sec. 60.5) ________________________________________________________________________ Begin Information Additional regulatory material and informational material regarding Quality Management Systems for FTDs may be found in appendix E of this part. End Information ________________________________________________________________________ 6. Sponsor Qualification Requirements (Sec. 60.7) ________________________________________________________________________ [[Page 244]] Begin Information a. The intent of the language in Sec. 60.7(b) is to have a specific FTD, identified by the sponsor, used at least once in an FAA-approved flight training program for the helicopter simulated during the 12-month period described. The identification of the specific FTD may change from one 12-month period to the next 12-month period as long as that sponsor sponsors and uses at least one FTD at least once during the prescribed period. There is no minimum number of hours or minimum FTD periods required. b. The following examples describe acceptable operational practices: (1) Example One. (a) A sponsor is sponsoring a single, specific FTD for its own use, in its own facility or elsewhere --this single FTD forms the basis for the sponsorship. The sponsor uses that FTD at least once in each 12- month period in that sponsor's FAA-approved flight training program for the helicopter simulated. This 12-month period is established according to the following schedule: (i) If the FTD was qualified prior to October 30, 2007 the 12-month period begins on the date of the first continuing qualification evaluation conducted in accordance with Sec. 60.19 after October 30, 2007 and continues for each subsequent 12-month period; (ii) A device qualified on or after October 30, 2007 will be required to undergo an initial or upgrade evaluation in accordance with Sec. 60.15. Once the initial or upgrade evaluation is complete, the first continuing qualification evaluation will be conducted within 6 months. The 12 month continuing qualification evaluation cycle begins on that date and continues for each subsequent 12-month period. (b) There is no minimum number of hours of FTD use required. (c) The identification of the specific FTD may change from one 12- month period to the next 12-month period as long as that sponsor sponsors and uses at least one FTD at least once during the prescribed period. (2) Example Two. (a) A sponsor sponsors an additional number of FTDs, in its facility or elsewhere. Each additionally sponsored FTD must be-- (i) Used by the sponsor in the sponsor's FAA-approved flight training program for the helicopter simulated (as described in Sec. 60.7(d)(1)); OR (ii) Used by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the helicopter simulated (as described in Sec. 60.7(d)(1)). This 12-month period is established in the same manner as in example one. OR (iii) Provided a statement each year from a qualified pilot, (after having flown the helicopter not the subject FTD or another FTD, during the preceding 12-month period) stating that the subject FTD's performance and handling qualities represent the helicopter (as described in Sec. 60.7(d)(2)). This statement is provided at least once in each 12-month period established in the same manner as in example one. (b) There is no minimum number of hours of FTD use required. (3) Example Three. (a) A sponsor in New York (in this example, a Part 142 certificate holder) establishes ``satellite'' training centers in Chicago and Moscow. (b) The satellite function means that the Chicago and Moscow centers must operate under the New York center's certificate (in accordance with all of the New York center's practices, procedures, and policies; e.g., instructor and/or technician training/checking requirements, record keeping, QMS program). (c) All of the FTDs in the Chicago and Moscow centers could be dry- leased (i.e., the certificate holder does not have and use FAA-approved flight training programs for the FTDs in the Chicago and Moscow centers) because-- (i) Each FTD in the Chicago center and each FTD in the Moscow center is used at least once each 12-month period by another FAA certificate holder in that other certificate holder's FAA-approved flight training program for the helicopter (as described in Sec. 60.7(d)(1)); OR (ii) A statement is obtained from a qualified pilot (having flown the helicopter, not the subject FTD or another FTD during the preceding 12-month period) stating that the performance and handling qualities of each FTD in the Chicago and Moscow centers represents the helicopter (as described in Sec. 60.7(d)(2)). End Information ________________________________________________________________________ 7. Additional Responsibilities of the Sponsor (Sec. 60.9) ________________________________________________________________________ Begin Information The phrase ``as soon as practicable'' in Sec. 60.9(a) means without unnecessarily disrupting or delaying beyond a reasonable time the training, evaluation, or experience being conducted in the FSTD. End Information ________________________________________________________________________ [[Page 245]] 8. FTD Use (Sec. 60.11) There is no additional regulatory or informational material that applies to Sec. 60.11, FTD Use. 9. FTD Objective Data Requirements (Sec. 60.13) ________________________________________________________________________ Begin QPS Requirements a. Flight test data used to validate FTD performance and handling qualities must have been gathered in accordance with a flight test program containing the following: (1) A flight test plan consisting of: (a) The maneuvers and procedures required for aircraft certification and simulation programming and validation. (b) For each maneuver or procedure-- (i) The procedures and control input the flight test pilot and/or engineer used. (ii) The atmospheric and environmental conditions. (iii) The initial flight conditions. (iv) The helicopter configuration, including weight and center of gravity. (v) The data to be gathered. (vi) All other information necessary to recreate the flight test conditions in the FTD. (2) Appropriately qualified flight test personnel. (3) An understanding of the accuracy of the data to be gathered using appropriate alternative data sources, procedures, and instrumentation that is traceable to a recognized standard as described in Attachment 2, Table D2F. (4) Appropriate and sufficient data acquisition equipment or system(s), including appropriate data reduction and analysis methods and techniques, as would be acceptable to the FAA's Aircraft Certification Service. b. The data, regardless of source, must be presented: (1) In a format that supports the FTD validation process; (2) In a manner that is clearly readable and annotated correctly and completely; (3) With resolution sufficient to determine compliance with the tolerances set forth in Attachment 2, Table D2A appendix. (4) With any necessary guidance information provided; and (5) Without alteration, adjustments, or bias; however the data may be re-scaled, digitized, or otherwise manipulated to fit the desired presentation. c. After completion of any additional flight test, a flight test report must be submitted in support of the validation data. The report must contain sufficient data and rationale to support qualification of the FTD at the level requested. d. As required by Sec. 60.13(f), the sponsor must notify the NSPM when it becomes aware that an addition to or a revision of the flight related data or helicopter systems related data is available if this data is used to program and operate a qualified FTD. The data referred to in this sub-section are those data that are used to validate the performance, handling qualities, or other characteristics of the aircraft, including data related to any relevant changes occurring after the type certification is issued. This notification must be made within 10 working days. End QPS Requirements ________________________________________________________________________ Begin Information e. The FTD sponsor is encouraged to maintain a liaison with the manufacturer of the aircraft being simulated (or with the holder of the aircraft type certificate for the aircraft being simulated if the manufacturer is no longer in business), and if appropriate, with the person having supplied the aircraft data package for the FTD in order to facilitate the notification described in this paragraph. f. It is the intent of the NSPM that for new aircraft entering service, at a point well in advance of preparation of the Qualification Test Guide (QTG), the sponsor should submit to the NSPM for approval, a descriptive document (a validation data roadmap) containing the plan for acquiring the validation data, including data sources. This document should clearly identify sources of data for all required tests, a description of the validity of these data for a specific engine type and thrust rating configuration, and the revision levels of all avionics affecting the performance or flying qualities of the aircraft. Additionally, this document should provide other information such as the rationale or explanation for cases where data or data parameters are missing, instances where engineering simulation data are used, or where flight test methods require further explanations. It should also provide a brief narrative describing the cause and effect of any deviation from data requirements. The aircraft manufacturer may provide this document. g. There is no requirement for any flight test data supplier to submit a flight test plan or program prior to gathering flight test data. However, the NSPM notes that inexperienced data gatherers often provide data that is irrelevant, improperly marked, lacking adequate justification for selection. Other problems include inadequate information regarding initial conditions or test maneuvers. The NSPM has been forced to refuse these data submissions as validation data for an FTD evaluation. It is for this reason that the NSPM recommends that any data supplier not previously experienced in this area review the data necessary for programming and for validating the performance of the [[Page 246]] FTD and discuss the flight test plan anticipated for acquiring such data with the NSPM well in advance of commencing the flight tests. h. In those cases where the objective test results authorize a ``snapshot test'' or a ``series of snapshot tests'' results in lieu of a time-history result, Attachment 2 requires the sponsor or other data provider to ensure that a steady state condition exists at the instant of time captured by the ``snapshot.'' This is often verified by showing that a steady state condition existed from some period of time during which the snap shot is taken. The time period most frequently used is 5 seconds prior through 2 seconds following the instant of time captured by the snap shot. This paragraph is primarily addressing the source data and the method by which the data provider ensures that the steady state condition for the snap shot is representative. i. The NSPM will consider, on a case-by-case basis, whether or not to approve supplemental validation data derived from flight data recording systems such as a Quick Access Recorder or Flight Data Recorder. End Information 10. Special Equipment and Personnel Requirements for Qualification of the FTD (Sec. 60.14) Begin Information a. In the event that the NSPM determines that special equipment or specifically qualified persons will be required to conduct an evaluation, the NSPM will make every attempt to notify the sponsor at least one (1) week, but in no case less than 72 hours, in advance of the evaluation. Examples of special equipment include flight control measurement devices, accelerometers, or oscilloscopes. Examples of specially qualified personnel include individuals specifically qualified to install or use any special equipment when its use is required. b. Examples of a special evaluation include an evaluation conducted after an FTD is moved; at the request of the TPAA; or as a result of comments received from FTD users that raise questions regarding the continued qualification or use of the FTD. End Information 11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15) Begin QPS Requirement a. In order to be qualified at a particular qualification level, the FTD must: (1) Meet the general requirements listed in Attachment 1; (2) Meet the objective testing requirements listed in Attachment 2 (Level 4 FTDs do not require objective tests); and (3) Satisfactorily accomplish the subjective tests listed in Attachment 3. b. The request described in Sec. 60.15(a) must include all of the following: (1) A statement that the FTD meets all of the applicable provisions of this part and all applicable provisions of the QPS. (2) A confirmation that the sponsor will forward to the NSPM the statement described in Sec. 60.15(b) in such time as to be received no later than 5 business days prior to the scheduled evaluation and may be forwarded to the NSPM via traditional or electronic means. (3) Except for a Level 4 FTD, a qualification test guide (QTG), acceptable to the NSPM, that includes all of the following: (a) Objective data obtained from aircraft testing or another approved source. (b) Correlating objective test results obtained from the performance of the FTD as prescribed in the applicable QPS. (c) The result of FTD subjective tests prescribed in the applicable QPS. (d) A description of the equipment necessary to perform the evaluation for initial qualification and the continuing qualification evaluations. c. The QTG described in paragraph a(3) of this section, must provide the documented proof of compliance with the FTD objective tests in Attachment 2,Table D2A of this appendix. d. The QTG is prepared and submitted by the sponsor, or the sponsor's agent on behalf of the sponsor, to the NSPM for review and approval, and must include, for each objective test: (1) Parameters, tolerances, and flight conditions; (2) Pertinent and complete instructions for conducting automatic and manual tests; (3) A means of comparing the FTD test results to the objective data; (4) Any other information as necessary to assist in the evaluation of the test results; (5) Other information appropriate to the qualification level of the FTD. e. The QTG described in paragraphs (a)(3) and (b) of this section, must include the following: (1) A QTG cover page with sponsor and FAA approval signature blocks (see Attachment 4, Figure D4C, for a sample QTG cover page). (2) A continuing qualification evaluation requirements page. This page will be used by the NSPM to establish and record the frequency with which continuing qualification evaluations must be conducted and any subsequent changes that may be determined by [[Page 247]] the NSPM in accordance with Sec. 60.19. See Attachment 4, Figure D4G, for a sample Continuing Qualification Evaluation Requirements page. (3) An FTD information page that provides the information listed in this paragraph, if applicable (see Attachment 4, Figure D4B, for a sample FTD information page). For convertible FTDs, the sponsor must submit a separate page for each configuration of the FTD. (a) The sponsor's FTD identification number or code. (b) The helicopter model and series being simulated. (c) The aerodynamic data revision number or reference. (d) The engine model(s) and its data revision number or reference. (e) The flight control data revision number or reference. (f) The flight management system identification and revision level. (g) The FTD model and manufacturer. (h) The date of FTD manufacture. (i) The FTD computer identification. (j) The visual system model and manufacturer, including display type. (k) The motion system type and manufacturer, including degrees of freedom. (4) A Table of Contents. (5) A log of revisions and a list of effective pages. (6) List of all relevant data references. (7) A glossary of terms and symbols used (including sign conventions and units). (8) Statements of compliance and capability (SOCs) with certain requirements. SOCs must provide references to the sources of information that show the capability of the FTD to comply with the requirement, a rationale explaining how the referenced material is used, mathematical equations and parameter values used, and the conclusions reached; i.e., that the FTD complies with the requirement. Refer to the ``General FTD Requirements'' column, Table D1A, in Attachment 1, or in the ``Alternative Data Sources, Procedures, and Instrumentation'' column, Table D2F, in Attachment 2, to see when SOCs are required. (9) Recording procedures or equipment required to accomplish the objective tests. (10) The following information for each objective test designated in Attachment 2, as applicable to the qualification level sought: (a) Name of the test. (b) Objective of the test. (c) Initial conditions. (d) Manual test procedures. (e) Automatic test procedures (if applicable). (f) Method for evaluating FTD objective test results. (g) List of all relevant parameters driven or constrained during the automatic test(s). (h) List of all relevant parameters driven or constrained during the manual test(s). (i) Tolerances for relevant parameters. (j) Source of Validation Data (document and page number). (k) Copy of the Validation Data (if located in a separate binder, a cross reference for the identification and page number for pertinent data location must be provided). (l) FTD Objective Test Results as obtained by the sponsor. Each test result must reflect the date completed and must be clearly labeled as a product of the device being tested. f. A convertible FTD is addressed as a separate FTD for each model and series helicopter to which it will be converted and for the FAA qualification level sought. The NSPM will conduct an evaluation for each configuration. If a sponsor seeks qualification for two or more models of a helicopter type using a convertible FTD, the sponsor must provide a QTG for each helicopter model, or a supplemented QTG for each helicopter model. The NSPM will conduct evaluations for each helicopter model. g. The form and manner of presentation of objective test results in the QTG must include the following: (1) The sponsor's FTD test results must be recorded in a manner acceptable to the NSPM, that allows easy comparison of the FTD test results to the validation data (e.g., use of a multi-channel recorder, line printer, cross plotting, overlays, transparencies). (2) FTD results must be labeled using terminology common to helicopter parameters as opposed to computer software identifications. (3) Validation data documents included in a QTG may be photographically reduced only if such reduction will not alter the graphic scaling or cause difficulties in scale interpretation or resolution. (4) Scaling on graphical presentations must provide the resolution necessary to evaluate the parameters shown in Attachment 2, Table D2A of this appendix. (5) Tests involving time histories, data sheets (or transparencies thereof) and FTD test results must be clearly marked with appropriate reference points to ensure an accurate comparison between FTD and helicopter with respect to time. Time histories recorded via a line printer are to be clearly identified for cross-plotting on the helicopter data. Over-plots must not obscure the reference data. h. The sponsor may elect to complete the QTG objective and subjective tests at the manufacturer's facility or at the sponsor's training facility. If the tests are conducted at the manufacturer's facility, the sponsor must repeat at least one-third of the tests at the sponsor's training facility in order to substantiate FTD performance. The QTG must be clearly annotated to indicate when and where each test was accomplished. Tests [[Page 248]] conducted at the manufacturer's facility and at the sponsor's training facility must be conducted after the FTD is assembled with systems and sub-systems functional and operating in an interactive manner. The test results must be submitted to the NSPM. i. The sponsor must maintain a copy of the MQTG at the FTD location. j. All FTDs for which the initial qualification is conducted after October 30, 2013 must have an electronic MQTG (eMQTG) including all objective data obtained from helicopter testing, or another approved source (reformatted or digitized), together with correlating objective test results obtained from the performance of the FTD (reformatted or digitized) as prescribed in this appendix. The eMQTG must also contain the general FTD performance or demonstration results (reformatted or digitized) prescribed in this appendix, and a description of the equipment necessary to perform the initial qualification evaluation and the continuing qualification evaluations. The eMQTG must include the original validation data used to validate FTD performance and handling qualities in either the original digitized format from the data supplier or an electronic scan of the original time-history plots that were provided by the data supplier. A copy of the eMQTG must be provided to the NSPM. k. All other FTDs (not covered in subparagraph ``j'') must have an electronic copy of the MQTG by and after October 30, 2013. A copy of the eMQTG must be provided to the NSPM. This may be provided by an electronic scan presented in a Portable Document File (PDF), or similar format acceptable to the NSPM. End QPS Requirements ________________________________________________________________________ Begin Information l. Only those FTDs that are sponsored by a certificate holder as defined in appendix F will be evaluated by the NSPM. However, other FTD evaluations may be conducted on a case-by-case basis as the Administrator deems appropriate, but only in accordance with applicable agreements. m. The NSPM will conduct an evaluation for each configuration, and each FTD must be evaluated as completely as possible. To ensure a thorough and uniform evaluation, each FTD is subjected to the general FTD requirements in Attachment 1, the objective tests listed in Attachment 2, and the subjective tests listed in Attachment 3 of this appendix. The evaluations described herein will include, but not necessarily be limited to the following: (1) Helicopter responses, including longitudinal and lateral- directional control responses (see Attachment 2 of this appendix); (2) Performance in authorized portions of the simulated helicopter's operating envelope, to include tasks evaluated by the NSPM in the areas of surface operations, takeoff, climb, cruise, descent, approach and landing, as well as abnormal and emergency operations (see Attachment 2 of this appendix); (3) Control checks (see Attachment 1 and Attachment 2 of this appendix); (4) Cockpit configuration (see Attachment 1 of this appendix); (5) Pilot, flight engineer, and instructor station functions checks (see Attachment 1 and Attachment 3 of this appendix); (6) Helicopter systems and sub-systems (as appropriate) as compared to the helicopter simulated (see attachment 1 and attachment 3 of this appendix); (7) FTD systems and sub-systems, including force cueing (motion), visual, and aural (sound) systems, as appropriate (see Attachment 1 and Attachment 2 of this appendix); and (8) Certain additional requirements, depending upon the qualification level sought, including equipment or circumstances that may become hazardous to the occupants. The sponsor may be subject to Occupational Safety and Health Administration requirements. n. The NSPM administers the objective and subjective tests, which includes an examination of functions. The tests include a qualitative assessment of the FTD by an NSP pilot. The NSP evaluation team leader may assign other qualified personnel to assist in accomplishing the functions examination and/or the objective and subjective tests performed during an evaluation when required. (1) Objective tests provide a basis for measuring and evaluating FTD performance and determining compliance with the requirements of this part. (2) Subjective tests provide a basis for: (a) Evaluating the capability of the FTD to perform over a typical utilization period; (b) Determining that the FTD satisfactorily simulates each required task; (c) Verifying correct operation of the FTD controls, instruments, and systems; and (d) Demonstrating compliance with the requirements of this part. o. The tolerances for the test parameters listed in Attachment 2 of this appendix reflect the range of tolerances acceptable to the NSPM for FTD validation and are not to be confused with design tolerances specified for FTD manufacture. In making decisions regarding tests and test results, the NSPM relies on the use of operational and engineering judgment in the application of data (including consideration of the way in which the flight test was flown and way the data [[Page 249]] was gathered and applied) data presentations, and the applicable tolerances for each test. p. In addition to the scheduled continuing qualification evaluation, each FTD is subject to evaluations conducted by the NSPM at any time without prior notification to the sponsor. Such evaluations would be accomplished in a normal manner (i.e., requiring exclusive use of the FTD for the conduct of objective and subjective tests and an examination of functions) if the FTD is not being used for flight crewmember training, testing, or checking. However, if the FTD were being used, the evaluation would be conducted in a non-exclusive manner. This non- exclusive evaluation will be conducted by the FTD evaluator accompanying the check airman, instructor, Aircrew Program Designee (APD), or FAA inspector aboard the FTD along with the student(s) and observing the operation of the FTD during the training, testing, or checking activities. q. Problems with objective test results are handled as follows: (1) If a problem with an objective test result is detected by the NSP evaluation team during an evaluation, the test may be repeated or the QTG may be amended. (2) If it is determined that the results of an objective test do not support the qualification level requested but do support a lower level, the NSPM may qualify the FTD at a lower level. r. After an FTD is successfully evaluated, the NSPM issues a statement of qualification (SOQ) to the sponsor, The NSPM recommends the FTD to the TPAA, who will approve the FTD for use in a flight training program. The SOQ will be issued at the satisfactory conclusion of the initial or continuing qualification. However, it is the sponsor's responsibility to obtain TPAA approval prior to using the FTD in an FAA- approved flight training program. s. Under normal circumstances, the NSPM establishes a date for the initial or upgrade evaluation within ten (10) working days after determining that a complete QTG is acceptable. Unusual circumstances may warrant establishing an evaluation date before this determination is made. A sponsor may schedule an evaluation date as early as 6 months in advance. However, there may be a delay of 45 days or more in rescheduling and completing the evaluation if the sponsor is unable to meet the scheduled date. See Attachment 4, Figure D4A, Sample Request for Initial, Upgrade, or Reinstatement Evaluation. t. The numbering system used for objective test results in the QTG should closely follow the numbering system set out in Attachment 2, FTD Objective Tests, Table D2A. u. Contact the NSPM or visit the NSPM Web site for additional information regarding the preferred qualifications of pilots used to meet the requirements of Sec. 60.15(d). v. Examples of the exclusions for which the FTD might not have been subjectively tested by the sponsor or the NSPM and for which qualification might not be sought or granted, as described in Sec. 60.15(g)(6), include approaches to and departures from slopes and pinnacles. End Information ________________________________________________________________________ 12. Additional Qualifications for Currently Qualified FTDs (Sec. 60.16) There is no additional regulatory or informational material that applies to Sec. 60.16, Additional Qualifications for a Currently Qualified FTD. 13. Previously Qualified FTDs (Sec. 60.17) ________________________________________________________________________ Begin QPS Requirements a. In instances where a sponsor plans to remove an FTD from active status for a period of less than two years, the following procedures apply: (1) The NSPM must be notified in writing and the notification must include an estimate of the period that the FTD will be inactive; (2) Continuing Qualification evaluations will not be scheduled during the inactive period; (3) The NSPM will remove the FTD from the list of qualified FSTDs on a mutually established date not later than the date on which the first missed continuing qualification evaluation would have been scheduled; (4) Before the FTD is restored to qualified status, it must be evaluated by the NSPM. The evaluation content and the time required to accomplish the evaluation is based on the number of continuing qualification evaluations and sponsor-conducted quarterly inspections missed during the period of inactivity. (5) The sponsor must notify the NSPM of any changes to the original scheduled time out of service; b. FTDs qualified prior to October 30, 2007, are not required to meet the general FTD requirements, the objective test requirements, and the subjective test requirements of Attachments 1, 2, and 3, respectively, of this appendix. c. [Reserved] End QPS Requirements ________________________________________________________________________ Begin Information d. Other certificate holders or persons desiring to use an FTD may contract with FTD [[Page 250]] sponsors to use FTDs previously qualified at a particular level for a helicopter type and approved for use within an FAA-approved flight training program. Such FTDs are not required to undergo an additional qualification process, except as described in Sec. 60.16. e. Each FTD user must obtain approval from the appropriate TPAA to use any FTD in an FAA-approved flight training program. f. The intent of the requirement listed in Sec. 60.17(b), for each FTD to have a Statement of Qualification within 6 years, is to have the availability of that statement (including the configuration list a