[Title 14 CFR ]
[Code of Federal Regulations (annual edition) - January 1, 2010 Edition]
[From the U.S. Government Printing Office]



[[Page i]]

          

          14


          Parts 60 to 109

                         Revised as of January 1, 2010


          Aeronautics and Space
          



________________________

          Containing a codification of documents of general 
          applicability and future effect

          As of January 1, 2010
          With Ancillaries
                    Published by:
                    Office of the Federal Register
                    National Archives and Records
                    Administration
                    A Special Edition of the Federal Register

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                            Table of Contents



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

  Title 14:
          Chapter I--Federal Aviation Administration, 
          Department of Transportation (Continued)                   3
  Finding Aids:
      Table of CFR Titles and Chapters........................     907
      Alphabetical List of Agencies Appearing in the CFR......     927
      List of CFR Sections Affected...........................     937

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

                     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.

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

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                               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 
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evidence of the text of the original documents (44 U.S.C. 1510).

HOW TO USE THE CODE OF FEDERAL REGULATIONS

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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 
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the revision dates of the 50 CFR titles.




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REPUBLICATION OF MATERIAL

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    Director,
    Office of the Federal Register.
    January 1, 2010.







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                               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, 
60-109, 110-199, 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--Air Transportation System 
Stabilization. The contents of these volumes represent all current 
regulations codified under this title of the CFR as of January 1, 2010.

    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.

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                     TITLE 14--AERONAUTICS AND SPACE




                  (This book contains parts 60 to 109)

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

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

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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..................         381
63              Certification: Flight crewmembers other than 
                    pilots..................................         499
65              Certification: Airmen other than flight 
                    crewmembers.............................         517
67              Medical standards and certification.........         540
                         SUBCHAPTER E--AIRSPACE
71              Designation of class A, B, C, D, and E 
                    airspace areas; air traffic service 
                    routes; and reporting points............         553
73              Special use airspace........................         557
75

[Reserved]

77              Objects affecting navigable airspace........         559
          SUBCHAPTER F--AIR TRAFFIC AND GENERAL OPERATING RULES
91              General operating and flight rules..........         573
93              Special air traffic rules...................         833
95              IFR altitudes...............................         876
97              Standard instrument procedures..............         884
99              Security control of air traffic.............         886
101             Moored balloons, kites, amateur rockets and 
                    unmanned free balloons..................         890
103             Ultralight vehicles.........................         895
105             Parachute Operations........................         898
106-109

[Reserved]

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                           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--Qualification Performance Standards for 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: Doc. No. FAA-2002-12461, 71 FR 63426, Oct. 30, 2006, unless 
otherwise noted.



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 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

[[Page 6]]

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 May 30, 2010, 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.

[Doc. No. FAA-2002-12461, 71 FR 63426, Oct. 30, 2006; Amdt. 60-2, 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 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

[[Page 7]]

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 May 
30, 2008, 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 May 30, 2008, 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 May 30, 2008 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.

[Doc. No. FAA-2002-12461, 71 FR 63426, Oct. 30, 2006; Amdt. 60-2, 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 may be accessed by an appropriate terminal or display in or 
adjacent to the FSTD is satisfactory.

[[Page 8]]

    (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 may then be used in 
particular applications for FSTD qualification.

[[Page 9]]

    (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 placed be used for the evaluation for initial 
qualification; and

[[Page 10]]

    (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.
    (ii) Must describe to the NSPM all modifications to the FSTD that 
are required to support the additional qualification.

[[Page 11]]

    (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 May 30, 2008 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 May 30, 2008, no sponsor may use 
or allow the use of or offer the use of such an FSTD after May 30, 2014 
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 May 30, 2008 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.

[Doc. No. FAA-2002-12461, 71 FR 63426, Oct. 30, 2006; Amdt. 60-2, 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 chapter unless the 
sponsor does the following:
    (1) Accomplishes all appropriate objective tests each year as 
specified in the applicable QPS.

[[Page 12]]

    (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 the NSPM rescinds the 
qualification. Interim qualification terminates two years after its 
issuance, unless the

[[Page 13]]

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 chapter for flight crewmember certification or 
qualification when there is a

[[Page 14]]

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 days of the date that the sponsor receives a notice that some 
or all of the FSTD is no longer qualified.

[[Page 15]]

    (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 FFS evaluation 
and qualification. The NSPM is responsible for the development, 
application, and implementation of the standards contained within this 
appendix. The procedures and criteria specified in this appendix will be 
used by the NSPM, or a person assigned by the NSPM, when conducting 
airplane FFS evaluations.

                            Table of Contents

1. Introduction.
2. Applicability (Sec. Sec. 60.1 and 60.2).
3. Definitions (Sec. 60.3).
4. Qualification Performance Standards (Sec. 60.4).
5. Quality Management System (Sec. 60.5).
6. Sponsor Qualification Requirements (Sec. 60.7).
7. Additional Responsibilities of the Sponsor (Sec. 60.9).
8. FFS Use (Sec. 60.11).
9. FFS Objective Data Requirements (Sec. 60.13).
10. Special Equipment and Personnel Requirements for Qualification of 
          the FFS (Sec. 60.14).
11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15).

[[Page 17]]

12. Additional Qualifications for a Currently Qualified FFS (Sec. 
          60.16).
13. Previously Qualified FFSs (Sec. 60.17).
14. Inspection, Continuing Qualification Evaluation, and Maintenance 
          Requirements (Sec. 60.19).
15. Logging FFS Discrepancies (Sec. 60.20).
16. Interim Qualification of FFSs for New Airplane Types or Models 
          (Sec. 60.21).
17. Modifications to FFSs (Sec. 60.23).
18. Operations With Missing, Malfunctioning, or Inoperative Components 
          (Sec. 60.25).
19. Automatic Loss of Qualification and Procedures for Restoration of 
          Qualification (Sec. 60.27).
20. Other Losses of Qualification and Procedures for Restoration of 
          Qualification (Sec. 60.29).
21. Record Keeping and Reporting (Sec. 60.31).
22. Applications, Logbooks, Reports, and Records: Fraud, Falsification, 
          or Incorrect Statements (Sec. 60.33).
23. Specific FFS Compliance Requirements (Sec. 60.35).
24. [Reserved]
25. FFS Qualification on the Basis of a Bilateral Aviation Safety 
          Agreement (BASA) (Sec. 60.37).
Attachment 1 to Appendix A to Part 60--General Simulator Requirements.
Attachment 2 to Appendix A to Part 60--FFS Objective Tests.
Attachment 3 to Appendix A to Part 60--Simulator Subjective Evaluation.
Attachment 4 to Appendix A to Part 60--Sample Documents.
Attachment 5 to Appendix A to Part 60--Simulator Qualification 
          Requirements for Windshear Training Program Use.
Attachment 6 to Appendix A to Part 60--FSTD Directives Applicable to 
          Airplane Flight Simulators.

                             End Information

________________________________________________________________________

                             1. Introduction

________________________________________________________________________

                            Begin Information

    a. This appendix contains background information as well as 
regulatory and informative material as described later in this section. 
To assist the reader in determining what areas are required and what 
areas are permissive, the text in this appendix is divided into two 
sections: ``QPS Requirements'' and ``Information.'' The QPS Requirements 
sections contain details regarding compliance with the part 60 rule 
language. These details are regulatory, but are found only in this 
appendix. The Information sections contain material that is advisory in 
nature, and designed to give the user general information about the 
regulation.
    b. Questions regarding the contents of this publication should be 
sent to the U.S. Department of Transportation, Federal Aviation 
Administration, Flight Standards Service, National Simulator Program 
Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta, 
Georgia 30354. Telephone contact numbers for the NSP are: Phone, 404-
832-4700; fax, 404-761-8906. The general e-mail address for the NSP 
office is: 9-aso-avr-sim-team@faa.gov. The NSP Internet Web site address 
is: http://www.faa.gov/safety/programs--initiatives/aircraft--aviation/
nsp/. On this Web site you will find an NSP personnel list with 
telephone and e-mail contact information for each NSP staff member, a 
list of qualified flight simulation devices, advisory circulars (ACs), a 
description of the qualification process, NSP policy, and an NSP ``In-
Works'' section. Also linked from this site are additional information 
sources, handbook bulletins, frequently asked questions, a listing and 
text of the Federal Aviation Regulations, Flight Standards Inspector's 
handbooks, and other FAA links.
    c. The NSPM encourages the use of electronic media for all 
communication, including any record, report, request, test, or statement 
required by this appendix. The electronic media used must have adequate 
security provisions and be acceptable to the NSPM. The NSPM recommends 
inquiries on system compatibility, and minimum system requirements are 
also included on the NSP Web site.
    d. Related Reading References.
    (1) 14 CFR part 60.
    (2) 14 CFR part 61.
    (3) 14 CFR part 63.
    (4) 14 CFR part 119.
    (5) 14 CFR part 121.
    (6) 14 CFR part 125.
    (7) 14 CFR part 135.
    (8) 14 CFR part 141.
    (9) 14 CFR part 142.
    (10) AC 120-28, as amended, Criteria for Approval of Category III 
Landing Weather Minima.
    (11) AC 120-29, as amended, Criteria for Approving Category I and 
Category II Landing Minima for part 121 operators.
    (12) AC 120-35, as amended, Line Operational Simulations: Line-
Oriented Flight Training, Special Purpose Operational Training, Line 
Operational Evaluation.
    (13) AC 120-40, as amended, Airplane Simulator Qualification.
    (14) AC 120-41, as amended, Criteria for Operational Approval of 
Airborne Wind Shear Alerting and Flight Guidance Systems.
    (15) AC 120-57, as amended, Surface Movement Guidance and Control 
System (SMGCS).
    (16) AC 150/5300-13, as amended, Airport Design.

[[Page 18]]

    (17) AC 150/5340-1, as amended, Standards for Airport Markings.
    (18) AC 150/5340-4, as amended, Installation Details for Runway 
Centerline Touchdown Zone Lighting Systems.
    (19) AC 150/5340-19, as amended, Taxiway Centerline Lighting System.
    (20) AC 150/5340-24, as amended, Runway and Taxiway Edge Lighting 
System.
    (21) AC 150/5345-28, as amended, Precision Approach Path Indicator 
(PAPI) Systems.
    (22) International Air Transport Association document, ``Flight 
Simulator Design and Performance Data Requirements,'' as amended.
    (23) AC 25-7, as amended, Flight Test Guide for Certification of 
Transport Category Airplanes.
    (24) AC 23-8, as amended, Flight Test Guide for Certification of 
Part 23 Airplanes.
    (25) International Civil Aviation Organization (ICAO) Manual of 
Criteria for the Qualification of Flight Simulators, as amended.
    (26) Airplane Flight Simulator Evaluation Handbook, Volume I, as 
amended and Volume II, as amended, The Royal Aeronautical Society, 
London, UK.
    (27) FAA Publication FAA-S-8081 series (Practical Test Standards for 
Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot, and 
Instrument Ratings).
    (28) The FAA Aeronautical Information Manual (AIM). An electronic 
version of the AIM is on the Internet at http://www.faa.gov/atpubs.
    (29) Aeronautical Radio, Inc. (ARINC) document number 436, titled 
Guidelines For Electronic Qualification Test Guide (as amended).
    (30) Aeronautical Radio, Inc. (ARINC) document 610, Guidance for 
Design and Integration of Aircraft Avionics Equipment in Simulators (as 
amended).

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

    No additional regulatory or informational material applies to Sec. 
60.1, Applicability, or to Sec. 60.2, Applicability of sponsor rules to 
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 of this part for a list of definitions and 
abbreviations from part 1 and part 60, including the appropriate 
appendices of part 60.

                             End Information

________________________________________________________________________

           4. Qualification Performance Standards (Sec. 60.4)

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

                5. Quality Management System (Sec. 60.5)

________________________________________________________________________

                            Begin Information

    See Appendix E of this part 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 the sponsor 
sponsors and uses at least one FFS at least once during the prescribed 
period. No minimum number of hours or minimum FFS periods are required.
    b. The following examples describe acceptable operational practices:
    (1) Example One.
    (a) A sponsor is sponsoring a single, specific FFS for its own use, 
in its own facility or elsewhere--this single FFS forms the basis for 
the sponsorship. The sponsor uses that FFS at least once in each 12-
month period in the sponsor's FAA-approved flight training program for 
the airplane simulated. This 12-month period is established according to 
the following schedule:
    (i) If the FFS was qualified prior to May 30, 2008, the 12-month 
period begins on the date of the first continuing qualification 
evaluation conducted in accordance with Sec. 60.19 after May 30, 2008, 
and continues for each subsequent 12-month period;

[[Page 19]]

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

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

                        8. FFS Use (Sec. 60.11)

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

            9. FFS 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.

[[Page 20]]

    (vi) All other information necessary to recreate the flight test 
conditions in the FFS.
    (2) Appropriately qualified flight test personnel.
    (3) An understanding of the accuracy of the data to be gathered 
using appropriate alternative data sources, procedures, and 
instrumentation that is traceable to a recognized standard as described 
in Attachment 2, Table A2E of this appendix.
    (4) Appropriate and sufficient data acquisition equipment or 
system(s), including appropriate data reduction and analysis methods and 
techniques, as would be acceptable to the FAA's Aircraft Certification 
Service.
    b. The data, regardless of source, must be presented as follows:
    (1) In a format that supports the FFS validation process.
    (2) In a manner that is clearly readable and annotated correctly and 
completely.
    (3) With resolution sufficient to determine compliance with the 
tolerances set forth in Attachment 2, Table A2A of this appendix.
    (4) With any necessary instructions or other details provided, such 
as yaw damper or throttle position.
    (5) Without alteration, adjustments, or bias. Data may be corrected 
to address known data calibration errors provided that an explanation of 
the methods used to correct the errors appears in the QTG. The corrected 
data may be re-scaled, digitized, or otherwise manipulated to fit the 
desired presentation.
    c. After completion of any additional flight test, a flight test 
report must be submitted in support of the validation data. The report 
must contain sufficient data and rationale to support qualification of 
the FFS at the level requested.
    d. As required by Sec. 60.13(f), the sponsor must notify the NSPM 
when it becomes aware that an addition to, an amendment to, or a 
revision of data that may relate to FFS performance or handling 
characteristics is available. The data referred to in this paragraph is 
data used to validate the performance, handling qualities, or other 
characteristics of the aircraft, including data related to any relevant 
changes occurring after the type certificate was issued. The sponsor 
must--
    (1) Within 10 calendar days, notify the NSPM of the existence of 
this data; and
    (2) Within 45 calendar days, notify the NSPM of--
    (a) The schedule to incorporate this data into the FFS; or
    (b) The reason for not incorporating this data into the FFS.
    e. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot tests'' results in lieu of a 
time-history result, the sponsor or other data provider must ensure that 
a steady state condition exists at the instant of time captured by the 
``snapshot.'' The steady state condition must exist from 4 seconds prior 
to, through 1 second following, the instant of time captured by the 
snapshot.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    f. The FFS sponsor is encouraged to maintain a liaison with the 
manufacturer of the aircraft being simulated (or with the holder of the 
aircraft type certificate for the aircraft being simulated if the 
manufacturer is no longer in business), and, if appropriate, with the 
person having supplied the aircraft data package for the FFS in order to 
facilitate the notification required by Sec. 60.13(f).
    g. It is the intent of the NSPM that for new aircraft entering 
service, at a point well in advance of preparation of the Qualification 
Test Guide (QTG), the sponsor should submit to the NSPM for approval, a 
descriptive document (see Table A2C, Sample Validation Data Roadmap for 
Airplanes) containing the plan for acquiring the validation data, 
including data sources. This document should clearly identify sources of 
data for all required tests, a description of the validity of these data 
for a specific engine type and thrust rating configuration, and the 
revision levels of all avionics affecting the performance or flying 
qualities of the aircraft. Additionally, this document should provide 
other information, such as the rationale or explanation for cases where 
data or data parameters are missing, instances where engineering 
simulation data are used or where flight test methods require further 
explanations. It should also provide a brief narrative describing the 
cause and effect of any deviation from data requirements. The aircraft 
manufacturer may provide this document.
    h. There is no requirement for any flight test data supplier to 
submit a flight test plan or program prior to gathering flight test 
data. However, the NSPM notes that inexperienced data gatherers often 
provide data that is irrelevant, improperly marked, or lacking adequate 
justification for selection. Other problems include inadequate 
information regarding initial conditions or test maneuvers. The NSPM has 
been forced to refuse these data submissions as validation data for an 
FFS evaluation. It is for this reason that the NSPM recommends that any 
data supplier not previously experienced in this area review the data 
necessary for programming and for validating the performance of the FFS, 
and discuss the flight test plan anticipated for acquiring such data 
with the NSPM well in advance of commencing the flight tests.
    i. The NSPM will consider, on a case-by-case basis, whether to 
approve supplemental

[[Page 21]]

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 FFSs (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 users of the FFS that raise questions about 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 of this 
appendix;
    (2) Meet the objective testing requirements listed in Attachment 2 
of this appendix; and
    (3) Satisfactorily accomplish the subjective tests listed in 
Attachment 3 of this appendix.
    b. The request described in Sec. 60.15(a) must include all of the 
following:
    (1) A statement that the FFS meets all of the applicable provisions 
of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec. 60.15(b) in such time as to be received no 
later than 5 business days prior to the scheduled evaluation and may be 
forwarded to the NSPM via traditional or electronic means.
    (3) A QTG, acceptable to the NSPM, that includes all of the 
following:
    (a) Objective data obtained from traditional aircraft testing or 
another approved source.
    (b) Correlating objective test results obtained from the performance 
of the FFS as prescribed in the appropriate QPS.
    (c) The result of FFS subjective tests prescribed in the appropriate 
QPS.
    (d) A description of the equipment necessary to perform the 
evaluation for initial qualification and the continuing qualification 
evaluations.
    c. The QTG described in paragraph (a)(3) of this section, must 
provide the documented proof of compliance with the simulator objective 
tests in Attachment 2, Table A2A of this appendix.
    d. The QTG is prepared and submitted by the sponsor, or the 
sponsor's agent on behalf of the sponsor, to the NSPM for review and 
approval, and must include, for each objective test:
    (1) Parameters, tolerances, and flight conditions;
    (2) Pertinent and complete instructions for the conduct of automatic 
and manual tests;
    (3) A means of comparing the FFS test results to the objective data;
    (4) Any other information as necessary, to assist in the evaluation 
of the test results;
    (5) Other information appropriate to the qualification level of the 
FFS.
    e. The QTG described in paragraphs (a)(3) and (b) of this section, 
must include the following:
    (1) A QTG cover page with sponsor and FAA approval signature blocks 
(see Attachment 4, Figure A4C, of this appendix for a sample QTG cover 
page).
    (2) A continuing qualification evaluation requirements page. This 
page will be used by the NSPM to establish and record the frequency with 
which continuing qualification evaluations must be conducted and any 
subsequent changes that may be determined by the NSPM in accordance with 
Sec. 60.19. See Attachment 4, Figure A4G, of this appendix for a sample 
Continuing Qualification Evaluation Requirements page.
    (3) An FFS information page that provides the information listed in 
this paragraph (see Attachment 4, Figure A4B, of this appendix for a 
sample FFS information page). For convertible FFSs, the sponsor must 
submit a separate page for each configuration of the FFS.
    (a) The sponsor's FFS identification number or code.
    (b) The airplane model and series being simulated.
    (c) The aerodynamic data revision number or reference.
    (d) The source of the basic aerodynamic model and the aerodynamic 
coefficient data used to modify the basic model.
    (e) The engine model(s) and its data revision number or reference.

[[Page 22]]

    (f) The flight control data revision number or reference.
    (g) The flight management system identification and revision level.
    (h) The FFS model and manufacturer.
    (i) The date of FFS manufacture.
    (j) The FFS computer identification.
    (k) The visual system model and manufacturer, including display 
type.
    (l) The motion system type and manufacturer, including degrees of 
freedom.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) A list of all relevant data references.
    (7) A glossary of terms and symbols used (including sign conventions 
and units).
    (8) Statements of Compliance and Capability (SOCs) with certain 
requirements.
    (9) Recording procedures or equipment required to accomplish the 
objective tests.
    (10) The following information for each objective test designated in 
Attachment 2, Table A2A, of this appendix as applicable to the 
qualification level sought:
    (a) Name of the test.
    (b) Objective of the test.
    (c) Initial conditions.
    (d) Manual test procedures.
    (e) Automatic test procedures (if applicable).
    (f) Method for evaluating FFS objective test results.
    (g) List of all relevant parameters driven or constrained during the 
automatically conducted test(s).
    (h) List of all relevant parameters driven or constrained during the 
manually conducted test(s).
    (i) Tolerances for relevant parameters.
    (j) Source of Validation Data (document and page number).
    (k) Copy of the Validation Data (if located in a separate binder, a 
cross reference for the identification and page number for pertinent 
data location must be provided).
    (l) Simulator Objective Test Results as obtained by the sponsor. 
Each test result must reflect the date completed and must be clearly 
labeled as a product of the device being tested.
    f. A convertible FFS is addressed as a separate FFS for each model 
and series airplane to which it will be converted and for the FAA 
qualification level sought. If a sponsor seeks qualification for two or 
more models of an airplane type using a convertible FFS, the sponsor 
must submit a QTG for each airplane model, or a QTG for the first 
airplane model and a supplement to that QTG for each additional airplane 
model. The NSPM will conduct evaluations for each airplane model.
    g. Form and manner of presentation of objective test results in the 
QTG:
    (1) The sponsor's FFS test results must be recorded in a manner 
acceptable to the NSPM, that allows easy comparison of the FFS test 
results to the validation data (e.g., use of a multi-channel recorder, 
line printer, cross plotting, overlays, transparencies).
    (2) FFS results must be labeled using terminology common to airplane 
parameters as opposed to computer software identifications.
    (3) Validation data documents included in a QTG may be 
photographically reduced only if such reduction will not alter the 
graphic scaling or cause difficulties in scale interpretation or 
resolution.
    (4) Scaling on graphical presentations must provide the resolution 
necessary to evaluate the parameters shown in Attachment 2, Table A2A of 
this appendix.
    (5) Tests involving time histories, data sheets (or transparencies 
thereof) and FFS test results must be clearly marked with appropriate 
reference points to ensure an accurate comparison between the FFS and 
the airplane with respect to time. Time histories recorded via a line 
printer are to be clearly identified for cross plotting on the airplane 
data. Over-plots must not obscure the reference data.
    h. The sponsor may elect to complete the QTG objective and 
subjective tests at the manufacturer's facility or at the sponsor's 
training facility. If the tests are conducted at the manufacturer's 
facility, the sponsor must repeat at least one-third of the tests at the 
sponsor's training facility in order to substantiate FFS performance. 
The QTG must be clearly annotated to indicate when and where each test 
was accomplished. Tests conducted at the manufacturer's facility and at 
the sponsor's training facility must be conducted after the FFS is 
assembled with systems and sub-systems functional and operating in an 
interactive manner. The test results must be submitted to the NSPM.
    i. The sponsor must maintain a copy of the MQTG at the FFS location.
    j. All FFSs for which the initial qualification is conducted after 
May 30, 2014, must have an electronic MQTG (eMQTG) including all 
objective data obtained from airplane testing, or another approved 
source (reformatted or digitized), together with correlating objective 
test results obtained from the performance of the FFS (reformatted or 
digitized) as prescribed in this appendix. The eMQTG must also contain 
the general FFS performance or demonstration results (reformatted or 
digitized) prescribed in this appendix, and a description of the 
equipment necessary to perform the initial qualification evaluation and 
the continuing qualification evaluations. The eMQTG must include the 
original validation data used to validate FFS performance and handling 
qualities in either the original digitized format from the data supplier 
or an electronic scan of the

[[Page 23]]

original time-history plots that were provided by the data supplier. A 
copy of the eMQTG must be provided to the NSPM.
    k. All other FFSs not covered in subparagraph ``j'' must have an 
electronic copy of the MQTG by May 30, 2014. An electronic copy of the 
MQTG must be provided to the NSPM. This may be provided by an electronic 
scan presented in a Portable Document File (PDF), or similar format 
acceptable to the NSPM.
    l. During the initial (or upgrade) qualification evaluation 
conducted by the NSPM, the sponsor must also provide a person who is a 
user of the device (e.g., a qualified pilot or instructor pilot with 
flight time experience in that aircraft) and knowledgeable about the 
operation of the aircraft and the operation of the FFS.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    m. Only those FFSs that are sponsored by a certificate holder as 
defined in Appendix F of this part will be evaluated by the NSPM. 
However, other FFS evaluations may be conducted on a case-by-case basis 
as the Administrator deems appropriate, but only in accordance with 
applicable agreements.
    n. The NSPM will conduct an evaluation for each configuration, and 
each FFS must be evaluated as completely as possible. To ensure a 
thorough and uniform evaluation, each FFS is subjected to the general 
simulator requirements in Attachment 1 of this appendix, the objective 
tests listed in Attachment 2 of this appendix, and the subjective tests 
listed in Attachment 3 of this appendix. The evaluations described 
herein will include, but not necessarily be limited to the following:
    (1) Airplane responses, including longitudinal and lateral-
directional control responses (see Attachment 2 of this appendix);
    (2) Performance in authorized portions of the simulated airplane's 
operating envelope, to include tasks evaluated by the NSPM in the areas 
of surface operations, takeoff, climb, cruise, descent, approach, and 
landing as well as abnormal and emergency operations (see Attachment 2 
of this appendix);
    (3) Control checks (see Attachment 1 and Attachment 2 of this 
appendix);
    (4) Flight deck configuration (see Attachment 1 of this appendix);
    (5) Pilot, flight engineer, and instructor station functions checks 
(see Attachment 1 and Attachment 3 of this appendix);
    (6) Airplane systems and sub-systems (as appropriate) as compared to 
the airplane simulated (see Attachment 1 and Attachment 3 of this 
appendix);
    (7) FFS systems and sub-systems, including force cueing (motion), 
visual, and aural (sound) systems, as appropriate (see Attachment 1 and 
Attachment 2 of this appendix); and
    (8) Certain additional requirements, depending upon the 
qualification level sought, including equipment or circumstances that 
may become hazardous to the occupants. The sponsor may be subject to 
Occupational Safety and Health Administration requirements.
    o. The NSPM administers the objective and subjective tests, which 
includes an examination of functions. The tests include a qualitative 
assessment of the FFS by an NSP pilot. The NSP evaluation team leader 
may assign other qualified personnel to assist in accomplishing the 
functions examination and/or the objective and subjective tests 
performed during an evaluation when required.
    (1) Objective tests provide a basis for measuring and evaluating FFS 
performance and determining compliance with the requirements of this 
part.
    (2) Subjective tests provide a basis for:
    (a) Evaluating the capability of the FFS to perform over a typical 
utilization period;
    (b) Determining that the FFS satisfactorily simulates each required 
task;
    (c) Verifying correct operation of the FFS controls, instruments, 
and systems; and
    (d) Demonstrating compliance with the requirements of this part.
    p. The tolerances for the test parameters listed in Attachment 2 of 
this appendix reflect the range of tolerances acceptable to the NSPM for 
FFS validation and are not to be confused with design tolerances 
specified for FFS manufacture. In making decisions regarding tests and 
test results, the NSPM relies on the use of operational and engineering 
judgment in the application of data (including consideration of the way 
in which the flight test was flown and the way the data was gathered and 
applied), data presentations, and the applicable tolerances for each 
test.
    q. In addition to the scheduled continuing qualification evaluation, 
each FFS is subject to evaluations conducted by the NSPM at any time 
without prior notification to the sponsor. Such evaluations would be 
accomplished in a normal manner (i.e., requiring exclusive use of the 
FFS for the conduct of objective and subjective tests and an examination 
of functions) if the FFS is not being used for flight crewmember 
training, testing, or checking. However, if the FFS were being used, the 
evaluation would be conducted in a non-exclusive manner. This non-
exclusive evaluation will be conducted by the FFS evaluator accompanying 
the check airman, instructor, Aircrew Program Designee (APD), or FAA 
inspector aboard the FFS along with the student(s) and observing the 
operation of the FFS during the training, testing, or checking 
activities.

[[Page 24]]

    r. Problems with objective test results are handled as follows:
    (1) If a problem with an objective test result is detected by the 
NSP evaluation team during an evaluation, the test may be repeated or 
the QTG may be amended.
    (2) If it is determined that the results of an objective test do not 
support the level requested but do support a lower level, the NSPM may 
qualify the FFS at that lower level. For example, if a Level D 
evaluation is requested and the FFS fails to meet sound test tolerances, 
it could be qualified at Level C.
    s. After an FFS is successfully evaluated, the NSPM issues a 
Statement of Qualification (SOQ) to the sponsor. The NSPM recommends the 
FFS to the TPAA, who will approve the FFS for use in a flight training 
program. The SOQ will be issued at the satisfactory conclusion of the 
initial or continuing qualification evaluation and will list the tasks 
for which the FFS is qualified, referencing the tasks described in Table 
A1B in Attachment 1 of this appendix. However, it is the sponsor's 
responsibility to obtain TPAA approval prior to using the FFS in an FAA-
approved flight training program.
    t. Under normal circumstances, the NSPM establishes a date for the 
initial or upgrade evaluation within ten (10) working days after 
determining that a complete QTG is acceptable. Unusual circumstances may 
warrant establishing an evaluation date before this determination is 
made. A sponsor may schedule an evaluation date as early as 6 months in 
advance. However, there may be a delay of 45 days or more in 
rescheduling and completing the evaluation if the sponsor is unable to 
meet the scheduled date. See Attachment 4 of this appendix, Figure A4A, 
Sample Request for Initial, Upgrade, or Reinstatement Evaluation.
    u. The numbering system used for objective test results in the QTG 
should closely follow the numbering system set out in Attachment 2 of 
this appendix, FFS Objective Tests, Table A2A.
    v. Contact the NSPM or visit the NSPM Web site for additional 
information regarding the preferred qualifications of pilots used to 
meet the requirements of Sec. 60.15(d).
    w. Examples of the exclusions for which the FFS might not have been 
subjectively tested by the sponsor or the NSPM and for which 
qualification might not be sought or granted, as described in Sec. 
60.15(g)(6), include windshear training and circling approaches.

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

               13. Previously Qualified FFSs (Sec. 60.17)

________________________________________________________________________

                         Begin QPS Requirements

    a. In instances where a sponsor plans to remove an FFS from active 
status for a period of less than two years, the following procedures 
apply:
    (1) The NSPM must be notified in writing and the notification must 
include an estimate of the period that the FFS will be inactive;
    (2) Continuing Qualification evaluations will not be scheduled 
during the inactive period;
    (3) The NSPM will remove the FFS from the list of qualified FSTDs on 
a mutually established date not later than the date on which the first 
missed continuing qualification evaluation would have been scheduled;
    (4) Before the FFS is restored to qualified status, it must be 
evaluated by the NSPM. The evaluation content and the time required to 
accomplish the evaluation is based on the number of continuing 
qualification evaluations and sponsor-conducted quarterly inspections 
missed during the period of inactivity.
    (5) The sponsor must notify the NSPM of any changes to the original 
scheduled time out of service;
    b. Simulators qualified prior to May 30, 2008, are not required to 
meet the general simulation requirements, the objective test 
requirements or the subjective test requirements of attachments 1, 2, 
and 3 of this appendix as long as the simulator continues to meet the 
test requirements contained in the MQTG developed under the original 
qualification basis.
    c. After May 30, 2009, each visual scene or airport model beyond the 
minimum required for the FFS qualification level that is installed in 
and available for use in a qualified FFS must meet the requirements 
described in attachment 3 of this appendix.
    d. Simulators qualified prior to May 30, 2008, may be updated. If an 
evaluation is deemed appropriate or necessary by the NSPM after such an 
update, the evaluation will not require an evaluation to standards 
beyond those against which the simulator was originally qualified.

                          End QPS Requirements

[[Page 25]]

                            Begin Information

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

                             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 check must be 
contained in the sponsor's QMS.
    c. Record ``functional preflight'' in the FFS discrepancy log book 
or other acceptable location, including any item found to be missing, 
malfunctioning, or inoperative.
    d. During the continuing qualification evaluation conducted by the 
NSPM, the sponsor must also provide a person knowledgeable about the 
operation of the aircraft and the operation of the FFS.
    e. The NSPM will conduct continuing qualification evaluations every 
12 months unless:
    (1) The NSPM becomes aware of discrepancies or performance problems 
with the device that warrants more frequent evaluations; or
    (2) The sponsor implements a QMS that justifies less frequent 
evaluations. However, in no case shall the frequency of a continuing 
qualification evaluation exceed 36 months.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

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

[[Page 26]]

the last scheduled continuing qualification evaluation.
    (2) A selection of approximately 8 to 15 objective tests from the 
MQTG that provide an adequate opportunity to evaluate the performance of 
the FFS. The tests chosen will be performed either automatically or 
manually and should be able to be conducted within approximately one-
third (\1/3\) of the allotted FFS time.
    (3) A subjective evaluation of the FFS to perform a representative 
sampling of the tasks set out in attachment 3 of this appendix. This 
portion of the evaluation should take approximately two-thirds (\2/3\) 
of the allotted FFS time.
    (4) An examination of the functions of the FFS may include the 
motion system, visual system, sound system, instructor operating 
station, and the normal functions and simulated malfunctions of the 
airplane systems. This examination is normally accomplished 
simultaneously with the subjective evaluation requirements.

                             End Information

________________________________________________________________________

               15. Logging FFS Discrepancies (Sec. 60.20)

                            Begin Information

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

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

                 17. Modifications to FFSs (Sec. 60.23)

                         Begin QPS Requirements

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

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    FSTD Directives are considered modifications of an FFS. See 
Attachment 4 of this appendix for a sample index of effective FSTD 
Directives. See Attachment 6 of this appendix for a list of all 
effective FSTD Directives applicable to Airplane FFSs.

                             End Information

________________________________________________________________________

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

                            Begin Information

    a. The sponsor's responsibility with respect to Sec. 60.25(a) is 
satisfied when the sponsor fairly and accurately advises the user of the 
current status of an FFS, including any missing, malfunctioning, or 
inoperative (MMI) component(s).
    b. It is the responsibility of the instructor, check airman, or 
representative of the administrator conducting training, testing, or 
checking to exercise reasonable and prudent judgment to determine if any 
MMI component is necessary for the satisfactory completion of a specific 
maneuver, procedure, or task.
    c. If the 29th or 30th day of the 30-day period described in Sec. 
60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA will extend 
the deadline until the next business day.
    d. In accordance with the authorization described in Sec. 60.25(b), 
the sponsor may develop a discrepancy prioritizing system to accomplish 
repairs based on the level of impact on the capability of the FFS. 
Repairs having a larger impact on FFS capability to provide the required 
training, evaluation, or flight experience will have a higher priority 
for repair or replacement.

                             End Information

________________________________________________________________________

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

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

                          End QPS Requirements

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

         23. Specific FFS Compliance Requirements (Sec. 60.35)

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

                             24. [Reserved]

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

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

                             End Information

________________________________________________________________________

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

                         Begin QPS Requirements

                             1. Requirements

    a. Certain requirements included in this appendix must be supported 
with an SOC as defined in Appendix F, which may include objective and 
subjective tests. The requirements for SOCs are indicated in the 
``General Simulator Requirements'' column in Table A1A of this appendix.
    b. Table A1A describes the requirements for the indicated level of 
FFS. Many devices include operational systems or functions that exceed 
the requirements outlined in this section. However, all systems will be 
tested and evaluated in accordance with this appendix to ensure proper 
operation.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

                              2. Discussion

    a. This attachment describes the general simulator requirements for 
qualifying an airplane FFS. The sponsor should also consult the 
objective tests in Attachment 2 of this appendix and the examination of 
functions and subjective tests listed in Attachment 3 of this appendix 
to determine the complete requirements for a specific level simulator.
    b. The material contained in this attachment is divided into the 
following categories:
    (1) General flight deck configuration.
    (2) Simulator programming.

[[Page 28]]

    (3) Equipment operation.
    (4) Equipment and facilities for instructor/evaluator functions.
    (5) Motion system.
    (6) Visual system.
    (7) Sound system.
    c. Table A1A provides the standards for the General Simulator 
Requirements.
    d. Table A1B provides the tasks that the sponsor will examine to 
determine whether the FFS satisfactorily meets the requirements for 
flight crew training, testing, and experience, and provides the tasks 
for which the simulator may be qualified.
    e. Table A1C provides the functions that an instructor/check airman 
must be able to control in the simulator.
    f. It is not required that all of the tasks that appear on the List 
of Qualified Tasks (part of the SOQ) be accomplished during the initial 
or continuing qualification evaluation.

                             End Information

________________________________________________________________________

                Table A1A--Minimum Simulator Requirements
------------------------------------------------------------------------
       QPS requirements         Simulator levels        Information
------------------------------------------------------------------------
                  General
 Entry No.       simulator      A    B    C    D           Notes
               requirements
------------------------------------------------------------------------
1. General Flight deck Configuration.
------------------------------------------------------------------------
1.a........  The simulator      X    X    X    X   For simulator
              must have a                           purposes, the flight
              flight deck                           deck consists of all
              that is a                             that space forward
              replica of the                        of a cross section
              airplane                              of the flight deck
              simulated with                        at the most extreme
              controls,                             aft setting of the
              equipment,                            pilots' seats,
              observable                            including additional
              flight deck                           required crewmember
              indicators,                           duty stations and
              circuit                               those required
              breakers, and                         bulkheads aft of the
              bulkheads                             pilot seats. For
              properly                              clarification,
              located,                              bulkheads containing
              functionally                          only items such as
              accurate and                          landing gear pin
              replicating the                       storage
              airplane. The                         compartments, fire
              direction of                          axes and
              movement of                           extinguishers, spare
              controls and                          light bulbs, and
              switches must                         aircraft document
              be identical to                       pouches are not
              the airplane.                         considered essential
              Pilot seats                           and may be omitted.
              must allow the
              occupant to
              achieve the
              design ``eye
              position''
              established for
              the airplane
              being
              simulated.
              Equipment for
              the operation
              of the flight
              deck windows
              must be
              included, but
              the actual
              windows need
              not be
              operable.
              Additional
              equipment such
              as fire axes,
              extinguishers,
              and spare light
              bulbs must be
              available in
              the FFS but may
              be relocated to
              a suitable
              location as
              near as
              practical to
              the original
              position. Fire
              axes, landing
              gear pins, and
              any similar
              purpose
              instruments
              need only be
              represented in
              silhouette.
------------------------------------------------------------------------
1.b........  Those circuit      X    X    X    X
              breakers that
              affect
              procedures or
              result in
              observable
              flight deck
              indications
              must be
              properly
              located and
              functionally
              accurate.
------------------------------------------------------------------------
2. Programming.
------------------------------------------------------------------------
2.a........  A flight           X    X    X    X
              dynamics model
              that accounts
              for various
              combinations of
              drag and thrust
              normally
              encountered in
              flight must
              correspond to
              actual flight
              conditions,
              including the
              effect of
              change in
              airplane
              attitude,
              thrust, drag,
              altitude,
              temperature,
              gross weight,
              moments of
              inertia, center
              of gravity
              location, and
              configuration.
             An SOC is
              required.
------------------------------------------------------------------------
2.b........  The simulator      X    X    X    X
              must have the
              computer
              capacity,
              accuracy,
              resolution, and
              dynamic
              response needed
              to meet the
              qualification
              level sought.
             An SOC is
              required..
------------------------------------------------------------------------

[[Page 29]]

 
2.c........  Surface            X
              operations must
              be represented
              to the extent
              that allows
              turns within
              the confines of
              the runway and
              adequate
              controls on the
              landing and
              roll-out from a
              crosswind
              approach to a
              landing.
------------------------------------------------------------------------
2.d........  Ground handling
              and aerodynamic
              programming
              must include
              the following:
------------------------------------------------------------------------
2.d.1......  Ground effect...        X    X    X   Ground effect
                                                    includes modeling
                                                    that accounts for
                                                    roundout, flare,
                                                    touchdown, lift,
                                                    drag, pitching
                                                    moment, trim, and
                                                    power while in
                                                    ground effect.
------------------------------------------------------------------------
2.d.2......  Ground reaction.        X    X    X   Ground reaction
                                                    includes modeling
                                                    that accounts for
                                                    strut deflections,
                                                    tire friction, and
                                                    side forces. This is
                                                    the reaction of the
                                                    airplane upon
                                                    contact with the
                                                    runway during
                                                    landing, and may
                                                    differ with changes
                                                    in factors such as
                                                    gross weight,
                                                    airspeed, or rate of
                                                    descent on
                                                    touchdown.
------------------------------------------------------------------------
2.d.3......  Ground handling         X    X    X
              characteristics
              , including
              aerodynamic and
              ground reaction
              modeling
              including
              steering
              inputs,
              operations with
              crosswind,
              braking, thrust
              reversing,
              deceleration,
              and turning
              radius.
------------------------------------------------------------------------
2.e........  If the aircraft              X    X   If desired, Level A
              being simulated                       and B simulators may
              is one of the                         qualify for
              aircraft listed                       windshear training
              in Sec. by meeting these
              121.358, Low-                         standards; see
              altitude                              Attachment 5 of this
              windshear                             appendix. Windshear
              system                                models may consist
              equipment                             of independent
              requirements,                         variable winds in
              the simulator                         multiple
              must employ                           simultaneous
              windshear                             components. The FAA
              models that                           Windshear Training
              provide                               Aid presents one
              training for                          acceptable means of
              recognition of                        compliance with
              windshear                             simulator wind model
              phenomena and                         requirements.
              the execution
              of recovery
              procedures.
              Models must be
              available to
              the instructor/
              evaluator for
              the following
              critical phases
              of flight:
             (1) Prior to
              takeoff
              rotation..
             (2) At liftoff..
             (3) During
              initial climb..
             (4) On final
              approach, below
              500 ft AGL..
             The QTG must
              reference the
              FAA Windshear
              Training Aid or
              present
              alternate
              airplane
              related data,
              including the
              implementation
              method(s) used.
              If the
              alternate
              method is
              selected, wind
              models from the
              Royal Aerospace
              Establishment
              (RAE), the
              Joint Airport
              Weather Studies
              (JAWS) Project
              and other
              recognized
              sources may be
              implemented,
              but must be
              supported and
              properly
              referenced in
              the QTG. Only
              those
              simulators
              meeting these
              requirements
              may be used to
              satisfy the
              training
              requirements of
              part 121
              pertaining to a
              certificate
              holder's
              approved low-
              altitude
              windshear
              flight training
              program as
              described in
              Sec. 121.409.
------------------------------------------------------------------------

[[Page 30]]

 
2.f........  The simulator                X    X   Automatic
              must provide                          ``flagging'' of out-
              for manual and                        of-tolerance
              automatic                             situations is
              testing of                            encouraged.
              simulator
              hardware and
              software
              programming to
              determine
              compliance with
              simulator
              objective tests
              as prescribed
              in Attachment 2
              of this
              appendix.
             An SOC is
              required..
------------------------------------------------------------------------
2.g........  Relative                              The intent is to
              responses of                          verify that the
              the motion                            simulator provides
              system, visual                        instrument, motion,
              system, and                           and visual cues that
              flight deck                           are, within the
              instruments,                          stated time delays,
              measured by                           like the airplane
              latency tests                         responses. For
              or transport                          airplane response,
              delay tests.                          acceleration in the
              Motion onset                          appropriate,
              should occur                          corresponding
              before the                            rotational axis is
              start of the                          preferred.
              visual scene
              change (the
              start of the
              scan of the
              first video
              field
              containing
              different
              information)
              but must occur
              before the end
              of the scan of
              that video
              field.
              Instrument
              response may
              not occur prior
              to motion
              onset. Test
              results must be
              within the
              following
              limits:
------------------------------------------------------------------------
2.g.1......  300 milliseconds   X    X
              of the airplane
              response.
------------------------------------------------------------------------
2.g.2......  150 milliseconds             X    X
              of the airplane
              response.
------------------------------------------------------------------------
2.h........  The simulator                X    X
              must accurately
              reproduce the
              following
              runway
              conditions:
             (1) Dry.........
             (2) Wet.........
             (3) Icy.........
             (4) Patchy Wet..
             (5) Patchy Icy..
             (6) Wet on
              Rubber Residue
              in Touchdown
              Zone.
             An SOC is
              required.
------------------------------------------------------------------------
2.i........  The simulator                X    X   Simulator pitch, side
              must simulate:                        loading, and
             (1) brake and                          directional control
              tire failure                          characteristics
              dynamics,                             should be
              including                             representative of
              antiskid                              the airplane.
              failure.
             (2) decreased
              brake
              efficiency due
              to high brake
              temperatures,
              if applicable.
             An SOC is
              required..
------------------------------------------------------------------------
2.j........  The simulator                X    X
              must replicate
              the effects of
              airframe and
              engine icing.
------------------------------------------------------------------------
2.k........  The aerodynamic                   X   See Attachment 2 of
              modeling in the                       this appendix,
              simulator must                        paragraph 5, for
              include:                              further information
             (1) Low-altitude                       on ground effect.
              level-flight
              ground effect;.
             (2) Mach effect
              at high
              altitude;.
             (3) Normal and
              reverse dynamic
              thrust effect
              on control
              surfaces;.
             (4) Aeroelastic
              representations
              ; and
             (5)
              Nonlinearities
              due to
              sideslip.
             An SOC is
              required and
              must include
              references to
              computations of
              aeroelastic
              representations
              and of
              nonlinearities
              due to
              sideslip.
------------------------------------------------------------------------
2.l........  The simulator           X    X    X
              must have
              aerodynamic and
              ground reaction
              modeling for
              the effects of
              reverse thrust
              on directional
              control, if
              applicable.
             An SOC is
              required..
------------------------------------------------------------------------

[[Page 31]]

 
3. Equipment Operation.
------------------------------------------------------------------------
3.a........  All relevant       X    X    X    X
              instrument
              indications
              involved in the
              simulation of
              the airplane
              must
              automatically
              respond to
              control
              movement or
              external
              disturbances to
              the simulated
              airplane; e.g.,
              turbulence or
              windshear.
              Numerical
              values must be
              presented in
              the appropriate
              units.
------------------------------------------------------------------------
3.b........  Communications,    X    X    X    X   See Attachment 3 of
              navigation,                           this appendix for
              caution, and                          further information
              warning                               regarding long-range
              equipment must                        navigation
              be installed                          equipment.
              and operate
              within the
              tolerances
              applicable for
              the airplane.
------------------------------------------------------------------------
3.c........  Simulated          X    X    X    X
              airplane
              systems must
              operate as the
              airplane
              systems operate
              under normal,
              abnormal, and
              emergency
              operating
              conditions on
              the ground and
              in flight.
------------------------------------------------------------------------
3.d........  The simulator      X    X    X    X
              must provide
              pilot controls
              with control
              forces and
              control travel
              that correspond
              to the
              simulated
              airplane. The
              simulator must
              also react in
              the same manner
              as in the
              airplane under
              the same flight
              conditions.
------------------------------------------------------------------------
3.e........  Simulator                    X    X
              control feel
              dynamics must
              replicate the
              airplane. This
              must be
              determined by
              comparing a
              recording of
              the control
              feel dynamics
              of the
              simulator to
              airplane
              measurements.
              For initial and
              upgrade
              qualification
              evaluations,
              the control
              dynamic
              characteristics
              must be
              measured and
              recorded
              directly from
              the flight deck
              controls, and
              must be
              accomplished in
              takeoff,
              cruise, and
              landing flight
              conditions and
              configurations.
------------------------------------------------------------------------
4. Instructor or Evaluator Facilities.
------------------------------------------------------------------------
4.a........  In addition to     X    X    X    X   The NSPM will
              the flight                            consider
              crewmember                            alternatives to this
              stations, the                         standard for
              simulator must                        additional seats
              have at least                         based on unique
              two suitable                          flight deck
              seats for the                         configurations.
              instructor/
              check airman
              and FAA
              inspector.
              These seats
              must provide
              adequate vision
              to the pilot's
              panel and
              forward
              windows. All
              seats other
              than flight
              crew seats need
              not represent
              those found in
              the airplane,
              but must be
              adequately
              secured to the
              floor and
              equipped with
              similar
              positive
              restraint
              devices.
4.b........  The simulator      X    X    X    X
              must have
              controls that
              enable the
              instructor/
              evaluator to
              control all
              required system
              variables and
              insert all
              abnormal or
              emergency
              conditions into
              the simulated
              airplane
              systems as
              described in
              the sponsor's
              FAA-approved
              training
              program; or as
              described in
              the relevant
              operating
              manual as
              appropriate.
------------------------------------------------------------------------

[[Page 32]]

 
4.c........  The simulator      X    X    X    X
              must have
              instructor
              controls for
              all
              environmental
              effects
              expected to be
              available at
              the IOS; e.g.,
              clouds,
              visibility,
              icing,
              precipitation,
              temperature,
              storm cells,
              and wind speed
              and direction.
------------------------------------------------------------------------
4.d........  The simulator                X    X   For example, another
              must provide                          airplane crossing
              the instructor                        the active runway or
              or evaluator                          converging airborne
              the ability to                        traffic.
              present ground
              and air hazards.
------------------------------------------------------------------------
5. Motion System.
------------------------------------------------------------------------
5.a........  The simulator      X    X    X    X   For example,
              must have                             touchdown cues
              motion (force)                        should be a function
              cues                                  of the rate of
              perceptible to                        descent (RoD) of the
              the pilot that                        simulated airplane.
              are
              representative
              of the motion
              in an airplane.
------------------------------------------------------------------------
5.b........  The simulator      X    X
              must have a
              motion (force
              cueing) system
              with a minimum
              of three
              degrees of
              freedom (at
              least pitch,
              roll, and
              heave).
             An SOC is
              required..
------------------------------------------------------------------------
5.c........  The simulator                X    X
              must have a
              motion (force
              cueing) system
              that produces
              cues at least
              equivalent to
              those of a six-
              degrees-of-
              freedom,
              synergistic
              platform motion
              system (i.e.,
              pitch, roll,
              yaw, heave,
              sway, and
              surge).
             An SOC is
              required..
------------------------------------------------------------------------
5.d........  The simulator      X    X    X    X
              must provide
              for the
              recording of
              the motion
              system response
              time.
             An SOC is
              required..
------------------------------------------------------------------------
5.e........  The simulator           X    X    X
              must provide
              motion effects
              programming to
              include:
------------------------------------------------------------------------
             (1) Thrust
              effect with
              brakes set.
             (2) Runway
              rumble, oleo
              deflections,
              effects of
              ground speed,
              uneven runway,
              centerline
              lights, and
              taxiway
              characteristics
              .
             (3) Buffets on
              the ground due
              to spoiler/
              speedbrake
              extension and
              thrust
              reversal.
             (4) Bumps
              associated with
              the landing
              gear.
             (5 O='xl')
              Buffet during
              extension and
              retraction of
              landing gear..
             (6) Buffet in
              the air due to
              flap and
              spoiler/
              speedbrake
              extension.
             (7) Approach-to-
              Stall buffet.
             (8)
              Representative
              touchdown cues
              for main and
              nose gear.
             (9) Nosewheel
              scuffing, if
              applicable.
             (10) Mach and
              maneuver
              buffet.
------------------------------------------------------------------------
5.f........  The simulator                     X   The simulator should
              must provide                          be programmed and
              characteristic                        instrumented in such
              motion                                a manner that the
              vibrations that                       characteristic
              result from                           buffet modes can be
              operation of                          measured and
              the airplane if                       compared to airplane
              the vibration                         data.
              marks an event
              or airplane
              state that can
              be sensed in
              the flight deck.
------------------------------------------------------------------------
6. Visual System.
------------------------------------------------------------------------

[[Page 33]]

 
6.a........  The simulator      X    X    X    X
              must have a
              visual system
              providing an
              out-of-the-
              flight deck
              view.
------------------------------------------------------------------------
6.b........  The simulator      X    X             Additional field-of-
              must provide a                        view capability may
              continuous                            be added at the
              collimated                            sponsor's discretion
              field-of-view                         provided the minimum
              of at least                           fields of view are
              45[deg]                               retained.
              horizontally
              and 30[deg]
              vertically per
              pilot seat or
              the number of
              degrees
              necessary to
              meet the visual
              ground segment
              requirement,
              whichever is
              greater. Both
              pilot seat
              visual systems
              must be
              operable
              simultaneously.
              The minimum
              horizontal
              field-of-view
              coverage must
              be plus and
              minus one-half
              (\1/2\) of the
              minimum
              continuous
              field-of-view
              requirement,
              centered on the
              zero degree
              azimuth line
              relative to the
              aircraft
              fuselage.
             An SOC is
              required and
              must explain
              the system
              geometry
              measurements
              including
              system
              linearity and
              field-of-view..
------------------------------------------------------------------------
6.c........  (Reserved)......
------------------------------------------------------------------------
6.d........  The simulator                X    X   The horizontal field-
              must provide a                        of-view is
              continuous                            traditionally
              collimated                            described as a
              visual field-of-                      180[deg] field-of-
              view of at                            view. However, the
              least 176[deg]                        field-of-view is
              horizontally                          technically no less
              and 36[deg]                           than 176[deg].
              vertically or                         Additional field-of-
              the number of                         view capability may
              degrees                               be added at the
              necessary to                          sponsor's discretion
              meet the visual                       provided the minimum
              ground segment                        fields-of-view are
              requirement,                          retained.
              whichever is
              greater. The
              minimum
              horizontal
              field-of-view
              coverage must
              be plus and
              minus one-half
              (\1/2\) of the
              minimum
              continuous
              field-of-view
              requirement,
              centered on the
              zero degree
              azimuth line
              relative to the
              aircraft
              fuselage.
             An SOC is
              required and
              must explain
              the system
              geometry
              measurements
              including
              system
              linearity and
              field-of-view..
------------------------------------------------------------------------
6.e........  The visual         X    X    X    X   Non-realistic cues
              system must be                        might include image
              free from                             ``swimming'' and
              optical                               image ``roll-off,''
              discontinuities                       that may lead a
              and artifacts                         pilot to make
              that create non-                      incorrect
              realistic cues.                       assessments of
                                                    speed, acceleration,
                                                    or situational
                                                    awareness.
------------------------------------------------------------------------
6.f........  The simulator      X    X    X    X
              must have
              operational
              landing lights
              for night
              scenes. Where
              used, dusk (or
              twilight)
              scenes require
              operational
              landing lights.
------------------------------------------------------------------------
6.g........  The simulator      X    X    X    X
              must have
              instructor
              controls for
              the following:
             (1) Visibility
              in statute
              miles (km) and
              runway visual
              range (RVR) in
              ft. (m)..
             (2) Airport
              selection..
             (3) Airport
              lighting..
------------------------------------------------------------------------
6.h........  The simulator      X    X    X    X
              must provide
              visual system
              compatibility
              with dynamic
              response
              programming.
------------------------------------------------------------------------

[[Page 34]]

 
6.i........  The simulator      X    X    X    X   This will show the
              must show that                        modeling accuracy of
              the segment of                        RVR, glideslope, and
              the ground                            localizer for a
              visible from                          given weight,
              the simulator                         configuration, and
              flight deck is                        speed within the
              the same as                           airplane's
              from the                              operational envelope
              airplane flight                       for a normal
              deck (within                          approach and
              established                           landing.
              tolerances)
              when at the
              correct
              airspeed, in
              the landing
              configuration,
              at the
              appropriate
              height above
              the touchdown
              zone, and with
              appropriate
              visibility.
------------------------------------------------------------------------
6.j........  The simulator           X    X    X
              must provide
              visual cues
              necessary to
              assess sink
              rates (provide
              depth
              perception)
              during takeoffs
              and landings,
              to include:
             (1) Surface on
              runways,
              taxiways, and
              ramps..
             (2) Terrain
              features..
------------------------------------------------------------------------
6.k........  The simulator      X    X    X    X   Visual attitude vs.
              must provide                          simulator attitude
              for accurate                          is a comparison of
              portrayal of                          pitch and roll of
              the visual                            the horizon as
              environment                           displayed in the
              relating to the                       visual scene
              simulator                             compared to the
              attitude.                             display on the
                                                    attitude indicator.
------------------------------------------------------------------------
6.l........  The simulator                X    X
              must provide
              for quick
              confirmation of
              visual system
              color, RVR,
              focus, and
              intensity.
             An SOC is
              required..
------------------------------------------------------------------------
6.m........  The simulator                X    X
              must be capable
              of producing at
              least 10 levels
              of occulting.
------------------------------------------------------------------------
6.n........  Night Visual       X    X    X    X
              Scenes. When
              used in
              training,
              testing, or
              checking
              activities, the
              simulator must
              provide night
              visual scenes
              with sufficient
              scene content
              to recognize
              the airport,
              the terrain,
              and major
              landmarks
              around the
              airport. The
              scene content
              must allow a
              pilot to
              successfully
              accomplish a
              visual landing.
              Scenes must
              include a
              definable
              horizon and
              typical terrain
              characteristics
              such as fields,
              roads and
              bodies of water
              and surfaces
              illuminated by
              airplane
              landing lights.
------------------------------------------------------------------------

[[Page 35]]

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

[[Page 36]]

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


              Table A1B--Table of Tasks vs. Simulator Level
------------------------------------------------------------------------
                   QPS requirements                        Information
------------------------------------------------------------------------
                   Subjective        Simulator levels
                requirements  In   --------------------
             order to be qualified
                at the simulator
              qualification level
                 indicated, the
 Entry No.     simulator must be                              Notes
               able to perform at    A    B    C    D
                least the tasks
              associated with that
                    level of
                 qualification.
------------------------------------------------------------------------
1. Preflight Procedures
------------------------------------------------------------------------
1.a........  Preflight Inspection    X    X    X    X
              (flight deck only).
------------------------------------------------------------------------
1.b........  Engine Start.........   X    X    X    X
------------------------------------------------------------------------

[[Page 37]]

 
1.c........  Taxiing..............        R    X    X
------------------------------------------------------------------------
1.d........  Pre-takeoff Checks...   X    X    X    X
------------------------------------------------------------------------
2. Takeoff and Departure Phase
------------------------------------------------------------------------
2.a........  Normal and Crosswind         R    X    X
              Takeoff
------------------------------------------------------------------------
2.b........  Instrument Takeoff...   X    X    X    X
------------------------------------------------------------------------
2.c........  Engine Failure During   A    X    X    X
              Takeoff.
------------------------------------------------------------------------
2.d........  Rejected Takeoff.....   X    X    X    X
------------------------------------------------------------------------
2.e........  Departure Procedure..   X    X    X    X
------------------------------------------------------------------------
3. Inflight Maneuvers
------------------------------------------------------------------------
3.a........  Steep Turns..........   X    X    X    X
------------------------------------------------------------------------
3.b........  Approaches to Stalls.   X    X    X    X
------------------------------------------------------------------------
3.c........  Engine Failure--        X    X    X    X
              Multiengine Airplane.
------------------------------------------------------------------------
3.d........  Engine Failure--        X    X    X    X
              Single-Engine
              Airplane.
------------------------------------------------------------------------
3.e........  Specific Flight         A    A    A    A
              Characteristics
              incorporated into
              the user's FAA
              approved flight
              training program.
------------------------------------------------------------------------
3.f........  Recovery From Unusual   X    X    X    X   Within the
              Attitudes.                                 normal flight
                                                         envelope
                                                         supported by
                                                         applicable
                                                         simulation
                                                         validation
                                                         data.
------------------------------------------------------------------------
4. Instrument Procedures
------------------------------------------------------------------------
4.a........  Standard Terminal       X    X    X    X
              Arrival/Flight
              Management System
              Arrivals Procedures.
------------------------------------------------------------------------
4.b........  Holding..............   X    X    X    X
------------------------------------------------------------------------
4.c........  Precision Instrument.
------------------------------------------------------------------------
4.c.1......  All Engines Operating   X    X    X    X   e.g., Autopilot,
                                                         Manual (Flt.
                                                         Dir. Assisted),
                                                         Manual (Raw
                                                         Data).
------------------------------------------------------------------------
4.c.2......  One Engine              X    X    X    X   e.g., Manual
              Inoperative.                               (Flt. Dir.
                                                         Assisted),
                                                         Manual (Raw
                                                         Data).
------------------------------------------------------------------------
4.d........  Non-Precision           X    X    X    X   e.g., NDB, VOR,
              Instrument Approach.                       VOR/DME, VOR/
                                                         TAC, RNAV, LOC,
                                                         LOC/BC, ADF,
                                                         and SDF.
------------------------------------------------------------------------
4.e........  Circling Approach....   X    X    X    X   Specific
                                                         authorization
                                                         required.
------------------------------------------------------------------------
4.f........  Missed Approach......
------------------------------------------------------------------------
4.f.1......  Normal...............   X    X    X    X
------------------------------------------------------------------------
4.f.2......  One Engine              X    X    X    X
              Inoperative.
------------------------------------------------------------------------
5. Landings and Approaches to Landings
------------------------------------------------------------------------
5.a........  Normal and Crosswind         R    X    X
              Approaches and
              Landings.
------------------------------------------------------------------------
5.b........  Landing From a               R    X    X
              Precision/Non-
              Precision Approach.
------------------------------------------------------------------------

[[Page 38]]

 
5.c........  Approach and Landing   ...   R    X    X
              with (Simulated)
              Engine Failure--
              Multiengine Airplane.
------------------------------------------------------------------------
5.d........  Landing From Circling        R    X    X
              Approach.
------------------------------------------------------------------------
5.e........  Rejected Landing.....   X    X    X    X
------------------------------------------------------------------------
5.f........  Landing From a No            R    X    X
              Flap or a
              Nonstandard Flap
              Configuration
              Approach.
------------------------------------------------------------------------
6. Normal and Abnormal Procedures
------------------------------------------------------------------------
6.a........  Engine (including       X    X    X    X
              shutdown and
              restart).
------------------------------------------------------------------------
6.b........  Fuel System..........   X    X    X    X
------------------------------------------------------------------------
6.c........  Electrical System....   X    X    X    X
------------------------------------------------------------------------
6.d........  Hydraulic System.....   X    X    X    X
------------------------------------------------------------------------
6.e........  Environmental and       X    X    X    X
              Pressurization
              Systems.
------------------------------------------------------------------------
6.f........  Fire Detection and      X    X    X    X
              Extinguisher Systems.
------------------------------------------------------------------------
6.g........  Navigation and          X    X    X    X
              Avionics Systems.
------------------------------------------------------------------------
6.h........  Automatic Flight        X    X    X    X
              Control System,
              Electronic Flight
              Instrument System,
              and Related
              Subsystems.
------------------------------------------------------------------------
6.i........  Flight Control          X    X    X    X
              Systems.
------------------------------------------------------------------------
6.j........  Anti-ice and Deice      X    X    X    X
              Systems.
------------------------------------------------------------------------
6.k........  Aircraft and Personal   X    X    X    X
              Emergency Equipment.
------------------------------------------------------------------------
7. Emergency Procedures
------------------------------------------------------------------------
7.a........  Emergency Descent       X    X    X    X
              (Max. Rate).
------------------------------------------------------------------------
7.b........  Inflight Fire and       X    X    X    X
              Smoke Removal.
------------------------------------------------------------------------
7.c........  Rapid Decompression..   X    X    X    X
------------------------------------------------------------------------
7.d........  Emergency Evacuation.   X    X    X    X
------------------------------------------------------------------------
8. Postflight Procedures
------------------------------------------------------------------------
8.a........  After-Landing           X    X    X    X
              Procedures.
------------------------------------------------------------------------
8.b........  Parking and Securing.   X    X    X   X
------------------------------------------------------------------------
``A''--indicates that the system, task, or procedure may be examined if
  the appropriate aircraft system or control is simulated in the FSTD
  and is working properly.
``R''--indicates that the simulator may be qualified for this task for
  continuing qualification training.
``X''--indicates that the simulator must be able to perform this task
  for this level of qualification.


               Table A1C--Table of Simulator System Tasks
------------------------------------------------------------------------
                   QPS requirements                        Information
------------------------------------------------------------------------
                   Subjective        Simulator levels
                requirements  In   --------------------
             order to be qualified
                at the simulator
              qualification level
                 indicated, the
 Entry No.     simulator must be                              Notes
               able to perform at    A    B    C    D
                least the tasks
              associated with that
                    level of
                 qualification.
------------------------------------------------------------------------
1. Instructor Operating Station (IOS), as appropriate
------------------------------------------------------------------------
1.a........  Power switch(es).....   X    X    X    X
------------------------------------------------------------------------

[[Page 39]]

 
1.b........  Airplane conditions..   X    X    X    X   e.g., GW, CG,
                                                         Fuel loading
                                                         and Systems.
------------------------------------------------------------------------
1.c........  Airports/Runways.....   X    X    X    X   e.g., Selection,
                                                         Surface,
                                                         Presets,
                                                         Lighting
                                                         controls.
------------------------------------------------------------------------
1.d........  Environmental           X    X    X    X   e.g., Clouds,
              controls.                                  Visibility,
                                                         RVR, Temp,
                                                         Wind, Ice,
                                                         Snow, Rain, and
                                                         Windshear.
------------------------------------------------------------------------
1.e........  Airplane system         X    X    X    X
              malfunctions
              (Insertion/deletion).
------------------------------------------------------------------------
1.f........  Locks, Freezes, and     X    X    X    X
              Repositioning.
------------------------------------------------------------------------
2. Sound Controls
------------------------------------------------------------------------
2.a........  On/off/adjustment....   X    X    X    X
------------------------------------------------------------------------
3. Motion/Control Loading System
------------------------------------------------------------------------
3.a........  On/off/emergency stop   X    X    X    X
------------------------------------------------------------------------
4. Observer Seats/Stations
------------------------------------------------------------------------
4.a........  Position/Adjustment/    X    X    X    X
              Positive restraint
              system.
------------------------------------------------------------------------

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

                            Table of Contents
------------------------------------------------------------------------
           Paragraph No.                            Title
------------------------------------------------------------------------
1.................................  Introduction.
------------------------------------------------------------------------
2.................................  Test Requirements.
------------------------------------------------------------------------
                                    Table A2A, Objective Tests.
------------------------------------------------------------------------
3.................................  General.
------------------------------------------------------------------------
4.................................  Control Dynamics.
------------------------------------------------------------------------
5.................................  Ground Effect.
------------------------------------------------------------------------
6.................................  Motion System.
------------------------------------------------------------------------
7.................................  Sound System.
------------------------------------------------------------------------
8.................................  Additional Information About Flight
                                     Simulator Qualification for New or
                                     Derivative Airplanes.
------------------------------------------------------------------------
9.................................  Engineering Simulator--Validation
                                     Data.
------------------------------------------------------------------------
10................................  [Reserved]
------------------------------------------------------------------------
11................................  Validation Test Tolerances.
------------------------------------------------------------------------
12................................  Validation Data Roadmap.
------------------------------------------------------------------------
13................................  Acceptance Guidelines for
                                     Alternative Engines Data.
------------------------------------------------------------------------
14................................  Acceptance Guidelines for
                                     Alternative Avionics (Flight-
                                     Related Computers and Controllers).
------------------------------------------------------------------------
15................................  Transport Delay Testing.
------------------------------------------------------------------------
16................................  Continuing Qualification
                                     Evaluations--Validation Test Data
                                     Presentation.
------------------------------------------------------------------------
17................................  Alternative Data Sources,
                                     Procedures, and Instrumentation:
                                     Level A and Level B Simulators
                                     Only.
------------------------------------------------------------------------

________________________________________________________________________

                            Begin Information

                             1. Introduction

    a. For the purposes of this attachment, the flight conditions 
specified in the Flight Conditions Column of Table A2A of this appendix, 
are defined as follows:
    (1) Ground--on ground, independent of airplane configuration;
    (2) Take-off--gear down with flaps/slats in any certified takeoff 
position;
    (3) First segment climb--gear down with flaps/slats in any certified 
takeoff position (normally not above 50 ft AGL);
    (4) Second segment climb--gear up with flaps/slats in any certified 
takeoff position (normally between 50 ft and 400 ft AGL);
    (5) Clean--flaps/slats retracted and gear up;

[[Page 40]]

    (6) Cruise--clean configuration at cruise altitude and airspeed;
    (7) Approach--gear up or down with flaps/slats at any normal 
approach position as recommended by the airplane manufacturer; and
    (8) Landing--gear down with flaps/slats in any certified landing 
position.
    b. The format for numbering the objective tests in Appendix A, 
Attachment 2, Table A2A, and the objective tests in Appendix B, 
Attachment 2, Table B2A, is identical. However, each test required for 
FFSs is not necessarily required for FTDs. Also, each test required for 
FTDs is not necessarily required for FFSs. Therefore, when a test number 
(or series of numbers) is not required, the term ``Reserved'' is used in 
the table at that location. Following this numbering format provides a 
degree of commonality between the two tables and substantially reduces 
the potential for confusion when referring to objective test numbers for 
either FFSs or FTDs.
    c. The reader is encouraged to review the Airplane Flight Simulator 
Evaluation Handbook, Volumes I and II, published by the Royal 
Aeronautical Society, London, UK, and AC 25-7, as amended, Flight Test 
Guide for Certification of Transport Category Airplanes, and AC 23-8, as 
amended, Flight Test Guide for Certification of Part 23 Airplanes, for 
references and examples regarding flight testing requirements and 
techniques.
    d. If relevant winds are present in the objective data, the wind 
vector should be clearly noted as part of the data presentation, 
expressed in conventional terminology, and related to the runway being 
used for the test.

                             End Information

________________________________________________________________________

                         Begin QPS Requirements

                          2. Test Requirements

    a. The ground and flight tests required for qualification are listed 
in Table A2A, FFS Objective Tests. Computer generated simulator test 
results must be provided for each test except where an alternative test 
is specifically authorized by the NSPM. If a flight condition or 
operating condition is required for the test but does not apply to the 
airplane being simulated or to the qualification level sought, it may be 
disregarded (e.g., an engine out missed approach for a single-engine 
airplane or a maneuver using reverse thrust for an airplane without 
reverse thrust capability). Each test result is compared against the 
validation data described in Sec. 60.13 and in this appendix. Although 
use of a driver program designed to automatically accomplish the tests 
is encouraged for all simulators and required for Level C and Level D 
simulators, it must be possible to conduct each test manually while 
recording all appropriate parameters. The results must be produced on an 
appropriate recording device acceptable to the NSPM and must include 
simulator number, date, time, conditions, tolerances, and appropriate 
dependent variables portrayed in comparison to the validation data. Time 
histories are required unless otherwise indicated in Table A2A. All 
results must be labeled using the tolerances and units given.
    b. Table A2A in this attachment sets out the test results required, 
including the parameters, tolerances, and flight conditions for 
simulator validation. Tolerances are provided for the listed tests 
because mathematical modeling and acquisition and development of 
reference data are often inexact. All tolerances listed in the following 
tables are applied to simulator performance. When two tolerance values 
are given for a parameter, the less restrictive may be used unless 
otherwise indicated. In those cases where a tolerance is expressed only 
as a percentage, the tolerance percentage applies to the maximum value 
of that parameter within its normal operating range as measured from the 
neutral or zero position unless otherwise indicated.
    c. Certain tests included in this attachment must be supported with 
an SOC. In Table A2A, requirements for SOCs are indicated in the ``Test 
Details'' column.
    d. When operational or engineering judgment is used in making 
assessments for flight test data applications for simulator validity, 
such judgment must not be limited to a single parameter. For example, 
data that exhibit rapid variations of the measured parameters may 
require interpolations or a ``best fit'' data selection. All relevant 
parameters related to a given maneuver or flight condition must be 
provided to allow overall interpretation. When it is difficult or 
impossible to match simulator to airplane data throughout a time 
history, differences must be justified by providing a comparison of 
other related variables for the condition being assessed.
    e. It is not acceptable to program the FFS so that the mathematical 
modeling is correct only at the validation test points. Unless otherwise 
noted, simulator tests must represent airplane performance and handling 
qualities at operating weights and centers of gravity (CG) typical of 
normal operation. If a test is supported by airplane data at one extreme 
weight or CG, another test supported by airplane data at mid-conditions 
or as close as possible to the other extreme must be included. Certain 
tests that are relevant only at one extreme CG or weight condition need 
not be repeated at the other extreme. Tests of handling qualities must 
include validation of augmentation devices.
    f. When comparing the parameters listed to those of the airplane, 
sufficient data must also be provided to verify the correct flight 
condition and airplane configuration

[[Page 41]]

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

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    n. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot tests'' results in lieu of a 
time-history result, the sponsor or other data provider must ensure that 
a steady state condition exists at the instant of time captured by the 
``snapshot.'' The steady state condition should exist from 4 seconds 
prior to, through 1 second following, the instant of time captured by 
the snap shot.
    o. For references on basic operating weight, see AC 120-27, 
``Aircraft Weight and Balance;'' and FAA-H-8083-1, ``Aircraft Weight and 
Balance Handbook.''

                             End Information

[[Page 42]]



                                                 Table A2A--Full Flight Simulator (FFS) Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                         QPS Requirements                                                                Information
--------------------------------------------------------------------------------------------------------------------------------------------------------
                  Test                                                                                            Simulator level
-----------------------------------------       Tolerance          Flight conditions         Test details      --------------------         Notes
    Entry No.              Title                                                                                 A    B    C    D
--------------------------------------------------------------------------------------------------------------------------------------------------------
1. Performance.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a..............  Taxi.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1............  Minimum Radius Turn..  3 ft (0.9m) 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[de                          than minimum turning
                                           g]/sec. turn rate.                            radius speed, with a
                                                                                         spread of at least 5
                                                                                         knots groundspeed, in
                                                                                         normal taxi speed
                                                                                         conditions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b..............  Takeoff.                                                             All commonly used
                                                                                         takeoff flap settings
                                                                                         are to be
                                                                                         demonstrated at least
                                                                                         once in the tests for
                                                                                         minimum unstick
                                                                                         (1.b.3.), normal
                                                                                         takeoff (1.b.4.),
                                                                                         critical engine
                                                                                         failure on takeoff
                                                                                         (1.b.5.), or
                                                                                         crosswind takeoff
                                                                                         (1.b.6.).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.1............  Ground Acceleration    5% time and                                time and distance for                       normal takeoff
                                           distance or 5%                            the time from brake                         rejected takeoff
                                           time and 200                          Preliminary aircraft                         data should be
                                           ft (61 m) of                                  certification data                          shown using
                                           distance.                                     may be used..                               appropriate scales
                                                                                                                                     for each portion of
                                                                                                                                     the maneuver.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 43]]

 
1.b.2............  Minimum Control Speed- 25% of maximum                             must be within 1                           acceptable
                    only (per applicable   deviation or 5 ft                          engine failure speed.                       flight test snap
                    standard) or           (1.5 m).                                      Engine thrust decay                         engine deceleration
                    alternative low        Additionally, for                             must be that                                to idle at a speed
                    speed engine           those simulators of                           resulting from the                          between V1 and V1 -
                    inoperative test to    airplanes with                                mathematical model                          10 knots, followed
                    demonstrate ground     reversible flight                             for the engine                              by control of
                    control                control systems:                              variant applicable to                       heading using
                    characteristics.       Rudder pedal force;                           the FFS under test.                         aerodynamic control
                                           10% or 5 lb                          the airplane                                with the main gear
                                           (2.2 daN).                                    manufacturer's flight                       on the ground. To
                                                                                         test engine, a                              ensure only
                                                                                         further test may be                         aerodynamic control
                                                                                         run with the same                           is used, nosewheel
                                                                                         initial conditions                          steering should be
                                                                                         using the thrust from                       disabled (i.e.,
                                                                                         the flight test data                        castored) or the
                                                                                         as the driving                              nosewheel held
                                                                                         parameter.                                  slightly off the
                                                                                                                                     ground.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.3............  Minimum Unstick Speed  3 kts airspeed                             gear strut                                  the minimum speed
                    test to demonstrate    1.5[deg] pitch                             equivalent air/ground                       main landing gear
                    takeoff                angle.                                        signal. Record from                         leaves the ground.
                    characteristics.                                                     10 kt before start of                       Main landing gear
                                                                                         rotation until at                           strut compression
                                                                                         least 5 seconds after                       or equivalent air/
                                                                                         the occurrence of                           ground signal
                                                                                         main gear lift-off.                         should be recorded.
                                                                                                                                     If a Vmu test is
                                                                                                                                     not available,
                                                                                                                                     alternative
                                                                                                                                     acceptable flight
                                                                                                                                     tests are a
                                                                                                                                     constant high-
                                                                                                                                     attitude take-off
                                                                                                                                     run through main
                                                                                                                                     gear lift-off or an
                                                                                                                                     early rotation take-
                                                                                                                                     off.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 44]]

 
1.b.4............  Normal Takeoff.......  3 kts airspeed                             from brake release to                       used for ground
                                           1.5[deg] pitch                             m) above ground level                       and distance
                                           angle 1.5[deg]                               airplane has more                           data should be
                                           angle of attack                               than one certificated                       shown using
                                           20 ft (6 m)                                configurations, a                           for each portion of
                                           height.                                       different                                   the maneuver.
                                           Additionally, for                             configuration must be
                                           those simulators of                           used for each weight.
                                           airplanes with                                Data are required for
                                           reversible flight                             a takeoff weight at
                                           control systems:                              near maximum takeoff
                                           Stick/Column Force;                           weight with a mid-
                                           10% or 5 lb                          weight with an aft
                                           (2.2 daN).                                    center of gravity, as
                                                                                         defined in Appendix F
                                                                                         of this part.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.5............  Critical Engine        3 kts airspeed                             at near maximum
                                           1.5[deg] pitch                             prior to engine
                                           angle, 1.5[                          200 ft (61 m) AGL.
                                           deg] angle of                                 Engine failure speed
                                           attack, 20                            minus3 kts
                                           ft (6 m) height,                              of airplane data.
                                           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).
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 45]]

 
1.b.6............  Crosswind Takeoff....  3 kts airspeed,                            from brake release to                       where a maximum
                                           1.5[deg] pitch                             m) AGL. Requires test                       maximum
                                           angle, 1.5[                          information on wind                         crosswind is not
                                           deg] angle of                                 profile for a                               known, contact the
                                           attack, 20                            as direct head-wind
                                           ft (6 m) height,                              and direct cross-wind
                                           2[deg] bank                                least 60% of the
                                           angle, 2[de                          at 33 ft (10 m) above
                                           g] sideslip angle;                            the runway.
                                           3[deg] heading
                                           angle. Correct trend
                                           at groundspeeds
                                           below 40 kts. for
                                           rudder/pedal and
                                           heading.
                                           Additionally, for
                                           those simulators of
                                           airplanes with
                                           reversible flight
                                           control systems:
                                           10% or 5 lb
                                           (2.2 daN) stick/
                                           column force, 10%
                                           or 3 lb (1.3
                                           daN) wheel force,
                                           10% or 5 lb
                                           (2.2 daN) rudder
                                           pedal force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.7............  Rejected Takeoff.....  5% time or 1.5                           release to full stop.                       applicable.
                                           sec 7.5% distance                          of the reject must be
                                           or 250 ft (76                            must be at or near
                                           m).                                           the maximum takeoff
                                                                                         gross weight. Use
                                                                                         maximum braking
                                                                                         effort, auto or
                                                                                         manual.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.8............  Dynamic Engine         20% or 2[de                          minus3 Kts                       airplane flight
                                           g]/sec body angular                           of airplane data.                           test may be
                                           rates.                                        Record Hands Off from                       performed out of
                                                                                         5 secs. before to at                        ground effect at a
                                                                                         least 5 secs. after                         safe altitude, but
                                                                                         engine failure or                           with correct
                                                                                         30[deg] Bank,                               airplane
                                                                                         whichever occurs                            configuration and
                                                                                         first. Engine failure                       airspeed.
                                                                                         may be a snap
                                                                                         deceleration to idle.
                                                                                         CCA: Test in Normal
                                                                                         and Non-normal
                                                                                         control state.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c..............  Climb.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.1............  Normal Climb, all      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. (300 m).
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 46]]

 
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 climb                           temperature limiting
                                           gradient                                      conditions. Record at
                                           requirements of 14                            nominal climb speed.
                                           CFR part 23 or part                           Flight simulator
                                           25, as appropriate.                           performance must be
                                                                                         recorded over an
                                                                                         interval of at least
                                                                                         1,000 ft. (300 m).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.3............  One Engine             10% time, 10%                           m) climb segment.
                                           distance, 10%                           airplane performance
                                           fuel used.                                    manual data may be
                                                                                         used.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.4............  One Engine             3 kts airspeed,                            maximum gross landing                       be configured with
                    Climb (if operations   5% or 100                           part. Flight test                           operating normally,
                                           FPM (0.5 m/Sec.)                              data or airplane                            with the gear up
                                           climb rate, but not                           performance manual                          and go-around flaps
                                           less than the climb                           data may be used.                           set. All icing
                                           gradient                                      Flight simulator                            accountability
                                           requirements of 14                            performance must be                         considerations
                                           CFR parts 23 or 25                            recorded over an                            should be applied
                                           climb gradient, as                            interval of at least                        in accordance with
                                           appropriate.                                  1,000 ft. (300 m).                          the aircraft
                                                                                                                                     certification or
                                                                                                                                     authorization 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.d.4............  Idle descent.........  3 kt airspeed,                             idle power descent at
                                           5% or 200                           Flight simulator
                                           ft/min (1.0m/sec)                             performance must be
                                           descent rate.                                 recorded over an
                                                                                         interval of at least
                                                                                         1,000 ft. (300 m).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.5............  Emergency descent....  5 kt airspeed,                             recorded over an                            descent should be
                                           5% or 300                                                                       extended, if
                                           ft/min (1.5m/s)                                                                           applicable, at mid-
                                           descent rate.                                                                             altitude and near
                                                                                                                                     Vmo speed or in
                                                                                                                                     accordance with
                                                                                                                                     emergency descent
                                                                                                                                     procedures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e..............  Stopping.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.1............  Stopping time and      5% of time. For                            distance for at least
                    manual application     distance up to 4000                           80% of the total time
                    of wheel brakes and    ft (1220 m): 200                           full stop. Data is
                    a dry runway.          ft (61 m) or 10%,                          at medium and near
                                           whichever is                                  maximum landing
                                           smaller. For                                  weights. Data for
                                           distance greater                              brake system pressure
                                           than 4000 ft (1220                            and position of
                                           m): 5% of                                  (including method of
                                           distance.                                     deployment, if used)
                                                                                         must be provided.
                                                                                         Engineering data may
                                                                                         be used for the
                                                                                         medium gross weight
                                                                                         condition.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.2............  Stopping time and      5% time and the                            distance for at least
                    reverse thrust and     smaller of 10%                           from initiation of
                    dry runway.            or 200 ft (61 m)                          minimum operating
                                           of distance.                                  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 48]]

 
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.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f.1............  Acceleration.........  (10% Tt) and                                (N1, N2, EPR, Torque)                       this part for
                                           (10% Ti,                          from flight idle to                         definitions of Ti
                                           or 0.25                           go-around power for a                       and Tt.
                                           sec.).                                        rapid (slam) throttle
                                                                                         movement.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f.2............  Deceleration.........  (10% Tt) and                                (N1, N2, EPR, Torque)                       this part for
                                           (10% Ti,                          from Max T/O power to                       definitions of Ti
                                           or 0.25                           90% decay of Max T/O                        and Tt.
                                           sec.).                                        power for a rapid
                                                                                         (slam) throttle
                                                                                         movement.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2. Handling Qualities.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   For simulators requiring Static or Dynamic tests at the controls (i.e., column, wheel,                           Contact the NSPM for
                    rudder pedal), special test fixtures will not be required during initial or upgrade                              clarification of
                    evaluations if the sponsor's QTG/MQTG shows both test fixture results and the results of                         any 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
                    evaluation satisfies this test requirement. For initial and upgrade evaluations, the                             controls.
                    control dynamic characteristics must be measured at and recorded directly from the flight
                    deck controls, and must be accomplished in takeoff, cruise, and landing flight conditions
                    and configurations. Testing of position versus force is not applicable if forces are
                    generated solely by use of airplane hardware in the FFS.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a..............  Static Control Tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 49]]

 
2.a.1.a..........  Pitch Controller       2 lb (0.9 daN)                             uninterrupted control                       be validated (where
                    and Surface Position   breakout, 10%                                                                       flight data from
                                           or 5 lb (2.2                                                                          longitudinal static
                                           daN) force, 2[de                                                                      stalls. Static and
                                           g] elevator.                                                                              dynamic flight
                                                                                                                                     control tests
                                                                                                                                     should be
                                                                                                                                     accomplished at the
                                                                                                                                     same feel or impact
                                                                                                                                     pressures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1.b..........  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.2.a..........  Roll Controller        2 lb (0.9 daN)                             uninterrupted control                       be validated with
                    and Surface Position   breakout, 10%                                                                       tests such as
                                           or 3 lb (1.3                                                                          or steady state
                                           daN) force, 2[de                                                                      and dynamic flight
                                           g] aileron, 3[de                                                                      should be
                                           g] spoiler angle.                                                                         accomplished at the
                                                                                                                                     same feel or impact
                                                                                                                                     pressures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.2.b..........  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.3.a..........  Rudder Pedal Position  5 lb (2.2 daN)                             uninterrupted control                       be validated with
                    Surface Position       breakout, 10%                                                                       tests such as
                                           or 5 lb (2.2                                                                          or steady state
                                           daN) force, 2[de                                                                      and dynamic flight
                                           g] rudder angle.                                                                          control tests
                                                                                                                                     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 control
                    Position Calibration.  breakout, 10%
                                           or 3 lb (1.3
                                           daN) force, 2[de
                                           g] nosewheel angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 50]]

 
2.a.5............  Rudder Pedal Steering  2[deg] nosewheel                           uninterrupted control
                                           angle.                                        sweep to the stops.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.6............  Pitch Trim Indicator   0.5[deg] of                                                                            test is to compare
                    Calibration.           computed trim                                                                             FFS against design
                                           surface angle.                                                                            data or equivalent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.7............  Pitch Trim Rate......  10% trim rate                              checked using the
                                           ([deg]/sec).                                  pilot primary trim
                                                                                         (ground) and using
                                                                                         the autopilot or
                                                                                         pilot primary trim in
                                                                                         flight at go-around
                                                                                         flight conditions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.8............  Alignment of Flight    5[deg] of                                  recording for all
                    vs. Selected Engine    throttle lever                                engines. The
                    Parameter.             angle, or 3%                            against airplane data
                                           N1, or .03                           In the case of
                                           EPR, or 3%                            airplanes, if a
                                           maximum rated                                 propeller lever is
                                           manifold pressure,                            present, it must also
                                           or 3% torque.                             airplanes with
                                           For propeller-driven                          throttle ``detents,''
                                           airplanes where the                           all detents must be
                                           propeller control                             presented. May be a
                                           levers do not have                            series of snapshot
                                           angular travel, a                             test results.
                                           tolerance of 0.8
                                           inch (2 cm.)
                                           applies.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.9............  Brake Pedal Position   5 lb (2.2 daN) or                          pressure must be                            results may be used
                    System Pressure        10% force, 150                           position through a
                                           psi (1.0 MPa) or                              ground static test.
                                           10% brake system
                                           pressure.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b..............  Dynamic Control Tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   Tests 2.b.1., 2.b.2., and 2.b.3. are not applicable if dynamic response is generated solely  ...  ...  ...  ...
                    by use of airplane hardware in the FFS. Power setting is that required for level flight
                    unless otherwise specified.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 51]]

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

[[Page 52]]

 
2.b.2............  Roll Control.........  For underdamped        Takeoff, Cruise, and   Data must show normal              X    X   ``n'' is the
                                           systems: 10%                           in both directions.                         of a full cycle of
                                           of time from 90% of                           Tolerance applies                           oscillation. Refer
                                           initial displacement                          against the absolute                        to paragraph 4 of
                                           (0.9 Ad) to first                             values of each period                       this attachment for
                                           zero crossing, and                            (considered                                 more information.
                                           10                                independently).                             Static and dynamic
                                           (n+1)% of period                              Normal control                              flight control
                                           thereafter. 10% amplitude                           test is 25% to 50% of                       accomplished at the
                                           of first overshoot,                           the maximum allowable                       same feel or impact
                                           applied to all                                roll controller                             pressures.
                                           overshoots greater                            deflection for flight
                                           than 5% of initial                            conditions limited by
                                           displacement (.05                             the maneuvering load
                                           Ad), 1                            envelope.
                                           overshoot (first
                                           significant
                                           overshoot must be
                                           matched). For
                                           overdamped systems:
                                           10% of
                                           time from 90% of
                                           initial displacement
                                           (0.9 Ad) to 10% of
                                           initial displacement
                                           (0.1Ad). For the
                                           alternate method see
                                           paragraph 4 of this
                                           attachment. The slow
                                           sweep is the
                                           equivalent to the
                                           static test 2.a.2.
                                           For the moderate and
                                           rapid sweeps: 2 lb (0.9 daN)
                                           or 10%
                                           dynamic increment
                                           above the static
                                           force.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 53]]

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

[[Page 54]]

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

[[Page 55]]

 
2.c.1............  Power Change Dynamics  3 kt airspeed,                             the thrust setting
                                           100 ft (30 m)                              or level flight to
                                           altitude, 20%                           thrust or go-around
                                           or 1.5[deg]                               the uncontrolled free
                                           pitch angle.                                  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..
--------------------------------------------------------------------------------------------------------------------------------------------------------
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
                                           pitch angle.                                  configuration change
                                                                                         is completed.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3............  Spoiler/Speedbrake     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..
--------------------------------------------------------------------------------------------------------------------------------------------------------
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] trim       Landing.               condition with wings
                                           surface angle, 1[de                          for level flight. May
                                           g] elevator, 1[de                          snapshot tests.
                                           g] pitch angle,                              CCA: Test in normal or
                                           5% net thrust or                           states..
                                           equivalent.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 56]]

 
2.c.6............  Longitudinal           5 lb (2.2                           series of snapshot
                    Force/g).              daN) or 10%                           Record results up to
                                           pitch controller                              30[deg] of bank for
                                           force. Alternative                            approach and landing
                                           method: 1[de                          Record results for up
                                           g] or 10% change of                          for the cruise
                                           elevator.                                     configuration. The
                                                                                         force tolerance is
                                                                                         not applicable if
                                                                                         forces are generated
                                                                                         solely by the use of
                                                                                         airplane hardware in
                                                                                         the FFS. The
                                                                                         alternative method
                                                                                         applies to airplanes
                                                                                         that do not exhibit
                                                                                         ``stick-force-per-g''
                                                                                         characteristics.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.7............  Longitudinal Static    5 lb (2.2                           and 2 speeds below
                                           daN) or 10%                           series of snapshot
                                           pitch controller                              test results. The
                                           force. Alternative                            force tolerance is
                                           method: 1[de                          forces are generated
                                           g] or 10% change of                          airplane hardware in
                                           elevator.                                     the FFS. The
                                                                                         alternative method
                                                                                         applies to airplanes
                                                                                         that do not exhibit
                                                                                         speed stability
                                                                                         characteristics.
                                                                                        CCA: Test in normal or
                                                                                         non-normal control
                                                                                         states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.8............  Stall 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. 2[de                          the stall warning
                                           g] bank for speeds                            signal and initial
                                           greater than stick                            buffet, if
                                           shaker or initial                             applicable. Time
                                           buffet.                                       history data must be
                                           Additionally, for                             recorded for full
                                           those simulators                              stall and initiation
                                           with reversible                               of recovery. The
                                           flight control                                stall warning signal
                                           systems: 10%                           proper relation to
                                           or 5 lb (2.2                              airplanes exhibiting
                                           daN) Stick/Column                             a sudden pitch
                                           force (prior to ``g                           attitude change or
                                           break'' only).                                ``g break'' must
                                                                                         demonstrate this
                                                                                         characteristic.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 57]]

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

[[Page 58]]

 
2.d.4............  Spiral Stability.....  Correct trend and      Cruise, and Approach   Record results for       X    X    X    X
                                           2[deg] or 10%                           averaged from
                                           bank angle in 20                              multiple tests may be
                                           seconds. Alternate                            used. As an alternate
                                           test requires                                 test, demonstrate the
                                           correct trend and                             lateral control
                                           2[deg] aileron.                            a steady turn with a
                                                                                         bank angle of 28[deg]
                                                                                         to 32[deg].
                                                                                        CCA: Test in Non-
                                                                                         normal control state.
--------------------------------------------------------------------------------------------------------------------------------------------------------
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
                                           angle.                                                                                    climb test should
                                                                                                                                     be at takeoff
                                                                                                                                     thrust. Approach or
                                                                                                                                     landing test should
                                                                                                                                     be at thrust for
                                                                                                                                     level flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------
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 stability
                                           of period, 10%                          CCA: Test in Non-
                                           of time to \1/2\ or                           normal control state..
                                           double amplitude or
                                           .02 of damping
                                           ratio. 20%
                                           or 1 sec of time
                                           difference between
                                           peaks of bank and
                                           sideslip.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59]]

 
2.d.8............  Steady State Sideslip  For given rudder       Approach or Landing..  Use at least two         X    X    X    X
                                           position 2[de                          of which must be near
                                           g] bank angle, 1[de                          rudder. Propeller
                                           g] sideslip angle,                            driven airplanes must
                                           10% or 2[de                          series of snapshot
                                           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.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.1............  Normal Landing.......  3 kt airspeed,                             minimum of 200 ft (61                       conducted with two
                                           1.5[deg] pitch                             touchdown.                                  settings (if
                                           angle, 1.5[                          and Non-normal                              should be at or
                                           deg] angle of                                 control states..                            near maximum
                                           attack, 10%                                                                       landing weight. The
                                           or 10 ft (3 m)                                                                        light or medium
                                           height.                                                                                   landing weight.
                                           Additionally, for
                                           those simulators of
                                           airplanes with
                                           reversible flight
                                           control systems:
                                           10% or 5
                                           lbs (2.2 daN)
                                           stick/column force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.2............  Minimum Flap Landing.  3 kt airspeed,      Landing Flap           minimum of 200 ft (61
                                           1.5[deg] pitch                             touchdown with
                                           angle, 1.5[                          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.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 60]]

 
2.e.3............  Crosswind Landing....  3 kt airspeed,                             minimum of 200 ft (61                       where a maximum
                                           1.5[deg] pitch                             nosewheel touch-down,                       maximum
                                           angle, 1.5[                          main landing gear                           crosswind is not
                                           deg] angle of                                 touchdown speed. Test                       known, contact the
                                           attack, 10%                           information on wind
                                           or 10 ft (3 m)                            crosswind (expressed
                                           height 2[de                          and direct cross-wind
                                           g] bank angle, 2[de                          the maximum wind
                                           g] sideslip angle                             measured at 33 ft (10
                                           3[deg] heading
                                           angle. Additionally,
                                           for those simulators
                                           of airplanes with
                                           reversible flight
                                           control systems:
                                           10% or 3 lb
                                           (1.3 daN) wheel
                                           force 10% or 5 lb
                                           (2.2 daN) rudder
                                           pedal force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.4............  One Engine             3 kt airspeed,                             minimum of 200 ft (61
                                           1.5[deg] pitch                             nosewheel touch-down,
                                           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 (1.5 m)                               rollout guidance,                           this part for
                                           flare height, 0.5                           deviation from
                                           sec Tf, or 10%Tf, 140 ft/min                              landing gear
                                           (0.7 m/sec) rate of                           touchdown speed or
                                           descent at touch-                             less. Time of
                                           down. 10                          autopilot flare mode
                                           ft (3 m) lateral                              engage and main gear
                                           deviation during                              touchdown must be
                                           rollout.                                      noted.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.6............  All engines            3 kt airspeed,                             operating, go around
                    autopilot, go around.  1.5[deg] pitch                             engaged (if
                                           angle, 1.5[                          landing weight.
                                           deg] angle of attack.                        CCA: Test in normal or
                                                                                         non-normal control
                                                                                         states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 61]]

 
2.e.7............  One engine             3 kt airspeed,                             inoperative go around
                    around.                1.5[deg] pitch                             maximum certificated
                                           angle, 1.5[                          the critical engine
                                           deg] angle of                                 inoperative using
                                           attack, 2[de                          applicable, an
                                           g] bank angle, 2[de                          inoperative go around
                                           g] slideslip angle.                           test must be
                                                                                         accomplished with the
                                                                                         autopilot engaged.
                                                                                        CCA: Non-autopilot
                                                                                         test in Non-normal
                                                                                         control state..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.8............  Directional control    2[deg]/sec yaw                             starting from a speed
                    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.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.9............  Directional control    5 kt airspeed.                             yaw control with full
                    effectiveness) with    3[deg] heading                             operating engine(s).
                    thrust.                angle.                                        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
                                           0.5[deg]                                   selected and a                              additional
                                           stabilizer angle,                             rationale must be                           information.
                                           5% net thrust or                           selecting the
                                           equivalent, 1[de
                                           g] angle of attack,
                                           10% height or
                                           5 ft (1.5 m),
                                           3 kt airspeed,
                                           1[deg] pitch
                                           angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.g..............  Windshear.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   Four tests, two        See Attachment 5 of    Takeoff and Landing..  Requires windshear                 X    X   See Attachment 5 of
                    takeoff and two        this appendix.                                models that provide                         this appendix for
                    landing, with one of                                                 training in the                             information related
                    each conducted in                                                    specific skills                             to Level A and B
                    still air and the                                                    needed to recognize                         simulators.
                    other with windshear                                                 windshear phenomena
                    active to                                                            and to execute
                    demonstrate                                                          recovery procedures.
                    windshear models.                                                    See Attachment 5 of
                                                                                         this appendix for
                                                                                         tests, tolerances,
                                                                                         and procedures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h..............  Flight Maneuver and Envelope Protection Functions.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 62]]

 
                   The requirements of tests h(1) through (6) of this attachment are applicable to computer
                    controlled aircraft only. Time history results are required for simulator response to
                    control inputs during entry into envelope protection limits including both normal and
                    degraded control states if the function is different. Set thrust as required to reach the
                    envelope protection function.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.1............  Overspeed............  5 kt airspeed.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.2............  Minimum Speed........  3 kt airspeed.      Approach or Landing.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.3............  Load Factor..........  0.1 g normal load
                                           factor.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.4............  Pitch Angle..........  1.5[deg] pitch
                                           angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.5............  Bank Angle...........  2[deg] or 10%
                                           bank angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
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..................  Required as part of      X    X    X    X
                                           Capability.                                   the MQTG. The test
                                                                                         must demonstrate
                                                                                         frequency response of
                                                                                         the motion system.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.b..............  Leg balance.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          Based on Simulator     N/A..................  Required as part of      X    X    X    X
                                           Capability.                                   the MQTG. The test
                                                                                         must demonstrate
                                                                                         motion system leg
                                                                                         balance as specified
                                                                                         by the applicant for
                                                                                         flight simulator
                                                                                         qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.c..............  Turn-around check.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          Based on Simulator     N/A..................  Required as part of      X    X    X    X
                                           Capability.                                   the MQTG. The test
                                                                                         must demonstrate a
                                                                                         smooth turn-around
                                                                                         (shift to opposite
                                                                                         direction of
                                                                                         movement) of the
                                                                                         motion system as
                                                                                         specified by the
                                                                                         applicant for flight
                                                                                         simulator
                                                                                         qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63]]

 
3.d..............  Motion system repeatability.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          With the same input    Accomplished in both   Required as part of      X    X    X    X   This test ensures
                                           signal, the test       the ``ground'' mode    the MQTG. The                               that motion system
                                           results must be        and in the             assessment procedures                       hardware and
                                           repeatable to within   ``flight'' mode of     must be designed to                         software (in normal
                                           0.05 g actual       operation.             motion system                               operating mode)
                                           platform linear                               hardware and software                       continue to perform
                                           acceleration.                                 (in normal flight                           as originally
                                                                                         simulator operating                         qualified.
                                                                                         mode) continue to                           Performance changes
                                                                                         perform as originally                       from the original
                                                                                         qualified.                                  baseline can be
                                                                                                                                     readily identified
                                                                                                                                     with this
                                                                                                                                     information.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e..............  Motion cueing performance signature. Required as part of MQTG. For the following set of                          These tests should
                    maneuvers record the relevant motion variables.                                                                  be run with the
                                                                                                                                     motion buffet mode
                                                                                                                                     disabled. See
                                                                                                                                     paragraph 6.d., of
                                                                                                                                     this attachment,
                                                                                                                                     Motion cueing
                                                                                                                                     performance
                                                                                                                                     signature.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.1............  Takeoff rotation (VR   As specified by the    Ground...............  Pitch attitude due to    X    X    X    X   Associated with test
                    to V2).                sponsor for flight                            initial climb must                          1.b.4.
                                           simulator                                     dominate over cab
                                           qualification.                                tilt due to
                                                                                         longitudinal
                                                                                         acceleration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.2............  Engine failure         As specified by the    Ground...............                           X    X    X    X   Associated with test
                    between V1 and VR.     sponsor for flight                                                                        1.b.5.
                                           simulator
                                           qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.3............  Pitch change during    As specified by the    Flight...............                                X    X    X   Associated with test
                    go-around.             sponsor for flight                                                                        2.e.6.
                                           simulator
                                           qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.4............  Configuration changes  As specified by the    Flight...............                           X    X    X    X   Associated with
                                           sponsor for flight                                                                        tests 2.c.2. and
                                           simulator                                                                                 2.c.4.
                                           qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.5............  Power change dynamics  As specified by the    Flight...............                           X    X    X    X   Associated with test
                                           sponsor for flight                                                                        2.c.1.
                                           simulator
                                           qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.6............  Landing flare........  As specified by the    Flight...............                                X    X    X   Associated with test
                                           sponsor for flight                                                                        2.e.1.
                                           simulator
                                           qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 64]]

 
3.e.7............  Touchdown bump.......  As specified by the    Ground...............                                     X    X   Associated with test
                                           sponsor for flight                                                                        2.e.1.
                                           simulator
                                           qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f..............  Characteristic motion vibrations. The recorded test results for characteristic buffets must
                    allow the comparison of relative amplitude versus frequency.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.1............  Thrust effect with     Simulator test         Ground...............  The test must be                        X
                    brakes set.            results must exhibit                          conducted within 5%
                                           the overall                                   of the maximum
                                           appearance and                                possible thrust with
                                           trends of the                                 brakes set.
                                           airplane data, with
                                           at least three (3)
                                           of the predominant
                                           frequency ``spikes''
                                           being present within
                                           2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.2............  Buffet with landing    Simulator test         Flight...............  The test must be                        X
                    gear extended.         results must exhibit                          conducted at a
                                           the overall                                   nominal, mid-range
                                           appearance and                                airspeed; i.e.,
                                           trends of the                                 sufficiently below
                                           airplane data, with                           landing gear limiting
                                           at least three (3)                            airspeed to avoid
                                           of the predominant                            inadvertently
                                           frequency ``spikes''                          exceeding this
                                           being present within                          limitation.
                                           2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.3............  Buffet with flaps      Simulator test         Flight...............  The test must be                        X
                    extended.              results must exhibit                          conducted at a
                                           the overall                                   nominal, mid-range
                                           appearance and                                airspeed; i.e.,
                                           trends of the                                 sufficiently below
                                           airplane data, with                           flap extension
                                           at least three (3)                            limiting airspeed to
                                           of the predominant                            avoid inadvertently
                                           frequency ``spikes''                          exceeding this
                                           being present within                          limitation.
                                           2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 65]]

 
3.f.4............  Buffet with            Simulator test         Flight...............                                          X
                    speedbrakes deployed.  results must exhibit
                                           the overall
                                           appearance and
                                           trends of the
                                           airplane data, with
                                           at least three (3)
                                           of the predominant
                                           frequency ``spikes''
                                           being present within
                                           2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.5............  Buffet at approach-to- Simulator test         Flight...............  The test must be                        X
                    stall.                 results must exhibit                          conducted for
                                           the overall                                   approach to stall.
                                           appearance and                                Post stall
                                           trends of the                                 characteristics are
                                           airplane data, with                           not required.
                                           at least three (3)
                                           of the predominant
                                           frequency ``spikes''
                                           being present within
                                           2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.6............  Buffet at high         Simulator test         Flight...............                                          X   The test may be
                    airspeeds or high      results must exhibit                                                                      conducted during
                    Mach.                  the overall                                                                               either a high speed
                                           appearance and                                                                            maneuver (e.g.,
                                           trends of the                                                                             ``wind-up'' turn)
                                           airplane data, with                                                                       or at high Mach.
                                           at least three (3)
                                           of the predominant
                                           frequency ``spikes''
                                           being present within
                                           2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.7............  In-flight vibrations   Simulator test         Flight (clean                                                  X
                    for propeller driven   results must exhibit   configuration).
                    airplanes.             the overall
                                           appearance and
                                           trends of the
                                           airplane data, with
                                           at least three (3)
                                           of the predominant
                                           frequency ``spikes''
                                           being present within
                                           2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4. Visual System.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a..............  Visual System Response Time: (Choose either test 4.a.1. or 4.a.2. to satisfy test 4.a.,                          See additional
                    Visual System Response Time Test. This test also suffices for motion system response                             information in this
                    timing and flight deck instrument response timing. Motion onset should occur before the                          attachment; also
                    start of the visual scene change (the start of the scan of the first video field                                 see Table A1A,
                    containing different information) but must occur before the end of the scan of that video                        entry 2.g.
                    field. Instrument response may not occur prior to motion onset.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.1............  Latency..............
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 66]]

 
                                          300 ms (or less)       Take-off, cruise, and  One test is required     X    X             The visual scene or
                                           after airplane         approach or landing.   in each axis (pitch,                        test pattern used
                                           response.                                     roll and yaw) for                           during the response
                                                                                         each of the three                           testing should be
                                                                                         conditions (take-off,                       representative of
                                                                                         cruise, and approach                        the system
                                                                                         or landing).                                capacities required
                                                                                                                                     to meet the
                                                                                                                                     daylight, twilight
                                                                                                                                     (dusk/dawn) and/or
                                                                                                                                     night visual
                                                                                                                                     capability as
                                                                                                                                     appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          150 ms (or less)       Take-off, cruise, and  One test is required               X    X
                                           after airplane         approach or landing.   in each axis (pitch,
                                           response.                                     roll and yaw) for
                                                                                         each of the three
                                                                                         conditions (take-off,
                                                                                         cruise, and approach
                                                                                         or landing)..
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.2............  Transport Delay......
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          300 ms (or less)       N/A..................  A separate test is       X    X             If Transport Delay
                                           after controller                              required in each axis                       is the chosen
                                           movement.                                     (pitch, roll, and                           method to
                                                                                         yaw).                                       demonstrate
                                                                                                                                     relative responses,
                                                                                                                                     the sponsor and the
                                                                                                                                     NSPM will use the
                                                                                                                                     latency values to
                                                                                                                                     ensure proper
                                                                                                                                     simulator response
                                                                                                                                     when reviewing
                                                                                                                                     those existing
                                                                                                                                     tests where latency
                                                                                                                                     can be identified
                                                                                                                                     (e.g., short
                                                                                                                                     period, roll
                                                                                                                                     response, rudder
                                                                                                                                     response)
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          150 ms (or less)       N/A..................  A separate test is                 X    X
                                           after controller                              required in each axis
                                           movement.                                     (pitch, roll, and
                                                                                         yaw).
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b..............  Field-of-view.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 67]]

 
4.b.1............  Continuous collimated  Continuous collimated  N/A..................  Required as part of      X    X             A vertical field-of-
                    visual field-of-view.  field-of-view                                 MQTG but not required                       view of 30[deg] may
                                           providing at least                            as part of continuing                       be insufficient to
                                           45[deg] horizontal                            evaluations.                                meet visual ground
                                           and 30[deg] vertical                                                                      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............  Continuous,            Continuous field-of-   N/A..................  An SOC is required and             X    X   The horizontal field-
                    collimated, field-of-  view of at least                              must explain the                            of-view is
                    view.                  176[deg]                                      geometry of the                             traditionally
                                           horizontally and                              installation.                               described as a
                                           36[deg] vertically.                           Horizontal field-of-                        180[deg] field-of-
                                                                                         view must be at least                       view. However, the
                                                                                         176[deg] (including                         field-of-view is
                                                                                         not less than 88[deg]                       technically no less
                                                                                         either side of the                          than 176[deg].
                                                                                         center line of the                          Field-of-view
                                                                                         design eye point).                          should be measured
                                                                                         Additional horizontal                       using a visual test
                                                                                         field-of-view                               pattern filling the
                                                                                         capability may be                           entire visual scene
                                                                                         added at the                                (all channels) with
                                                                                         sponsor's discretion                        a matrix of black
                                                                                         provided the minimum                        and white 5[deg]
                                                                                         field-of-view is                            squares. The
                                                                                         retained. Vertical                          installed alignment
                                                                                         field-of-view must be                       should be addressed
                                                                                         at least 36[deg] from                       in the SOC.
                                                                                         each pilot's eye
                                                                                         point. Required as
                                                                                         part of MQTG but not
                                                                                         required as part of
                                                                                         continuing
                                                                                         qualification
                                                                                         evaluations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.c..............  System geometry.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          5[deg] even angular    N/A..................  The angular spacing of   X    X    X    X   The purpose of this
                                           spacing within 1[de                          square and the                              local linearity of
                                           g] as measured from                           relative spacing of                         the displayed image
                                           either pilot eye                              adjacent squares must                       at either pilot eye
                                           point and within                              be within the stated                        point. System
                                           1.5[deg] for                                  tolerances.                                 geometry should be
                                           adjacent squares.                                                                         measured using a
                                                                                                                                     visual test pattern
                                                                                                                                     filling the entire
                                                                                                                                     visual scene (all
                                                                                                                                     channels) with a
                                                                                                                                     matrix of black and
                                                                                                                                     white 5[deg]
                                                                                                                                     squares with light
                                                                                                                                     points at the
                                                                                                                                     intersections.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.d..............  Surface contrast ratio.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 68]]

 
                                          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-lamberts                       entire visual scene
                                                                                         or 7 cd/m\2\) by the                        (all channels) with
                                                                                         brightness level of                         a test pattern of
                                                                                         any adjacent dark                           black and white
                                                                                         square. This                                squares, 5[deg] per
                                                                                         requirement is                              square, with a
                                                                                         applicable to any                           white square in the
                                                                                         level of simulator                          center of each
                                                                                         equipped with a                             channel. During
                                                                                         daylight visual                             contrast ratio
                                                                                         system.                                     testing, simulator
                                                                                                                                     aft-cab and flight
                                                                                                                                     deck ambient light
                                                                                                                                     levels should be
                                                                                                                                     zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.e..............  Highlight brightness.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          Not less than six (6)  N/A..................  Measure the brightness             X    X   Measurements should
                                           foot-lamberts (20 cd/                         of a white square                           be made using a
                                           m\2\).                                        while superimposing a                       1[deg] spot
                                                                                         highlight on that                           photometer and a
                                                                                         white square. The use                       raster drawn test
                                                                                         of calligraphic                             pattern filling the
                                                                                         capabilities to                             entire visual scene
                                                                                         enhance the raster                          (all channels) with
                                                                                         brightness is                               a test pattern of
                                                                                         acceptable; however,                        black and white
                                                                                         measuring lightpoints                       squares, 5[deg] per
                                                                                         is not acceptable.                          square, with a
                                                                                         This requirement is                         white square in the
                                                                                         applicable to any                           center of each
                                                                                         level of simulator                          channel.
                                                                                         equipped with a
                                                                                         daylight visual
                                                                                         system.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.f..............  Surface resolution
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 69]]

 
                                          Not greater than two   N/A..................  An SOC is required and             X    X   When the eye is
                                           (2) arc minutes.                              must include the                            positioned on a
                                                                                         relevant calculations                       3[deg] glide slope
                                                                                         and an explanation of                       at the slant range
                                                                                         those calculations.                         distances indicated
                                                                                         This requirement is                         with white runway
                                                                                         applicable to any                           markings on a black
                                                                                         level of simulator                          runway surface, the
                                                                                         equipped with a                             eye will subtend
                                                                                         daylight visual                             two (2) arc
                                                                                         system.                                     minutes: (1) A
                                                                                                                                     slant range of
                                                                                                                                     6,876 ft with
                                                                                                                                     stripes 150 ft long
                                                                                                                                     and 16 ft wide,
                                                                                                                                     spaced 4 ft apart.
                                                                                                                                     (2) For
                                                                                                                                     Configuration A; a
                                                                                                                                     slant range of
                                                                                                                                     5,157 feet with
                                                                                                                                     stripes 150 ft long
                                                                                                                                     and 12 ft wide,
                                                                                                                                     spaced 3 ft apart.
                                                                                                                                     (3) For
                                                                                                                                     Configuration B; a
                                                                                                                                     slant range of
                                                                                                                                     9,884 feet, with
                                                                                                                                     stripes 150 ft long
                                                                                                                                     and 5.75 ft wide,
                                                                                                                                     spaced 5.75 ft
                                                                                                                                     apart.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.g..............  Light point size.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          Not greater than five  N/A..................  An SOC is required and             X    X   Light point size
                                           (5) arc-minutes.                              must include the                            should be measured
                                                                                         relevant calculations                       using a test
                                                                                         and an explanation of                       pattern consisting
                                                                                         those calculations.                         of a centrally
                                                                                         This requirement is                         located single row
                                                                                         applicable to any                           of light points
                                                                                         level of simulator                          reduced in length
                                                                                         equipped with a                             until modulation is
                                                                                         daylight visual                             just discernible in
                                                                                         system.                                     each visual
                                                                                                                                     channel. A row of
                                                                                                                                     48 lights will form
                                                                                                                                     a 4[deg] angle or
                                                                                                                                     less.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.h..............  Light point contrast ratio.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 70]]

 
4.h.1............  For Level A and B      Not less than 10:1...  N/A..................  An SOC is required and   X    X             A 1[deg] spot
                    simulators.                                                          must include the                            photometer is used
                                                                                         relevant calculations.                      to measure a square
                                                                                                                                     of at least 1[deg]
                                                                                                                                     filled with light
                                                                                                                                     points (where light
                                                                                                                                     point modulation is
                                                                                                                                     just discernible)
                                                                                                                                     and compare the
                                                                                                                                     results to the
                                                                                                                                     measured adjacent
                                                                                                                                     background. During
                                                                                                                                     contrast ratio
                                                                                                                                     testing, simulator
                                                                                                                                     aft-cab and flight
                                                                                                                                     deck ambient light
                                                                                                                                     levels should be
                                                                                                                                     zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.h.2............  For Level C and D      Not less than 25:1...  N/A..................  An SOC is required and             X    X   A 1[deg] spot
                    simulators.                                                          must include the                            photometer is used
                                                                                         relevant calculations.                      to measure a square
                                                                                                                                     of at least 1[deg]
                                                                                                                                     filled with light
                                                                                                                                     points (where light
                                                                                                                                     point modulation is
                                                                                                                                     just discernible)
                                                                                                                                     and compare the
                                                                                                                                     results to the
                                                                                                                                     measured adjacent
                                                                                                                                     background. During
                                                                                                                                     contrast ratio
                                                                                                                                     testing, simulator
                                                                                                                                     aft-cab and flight
                                                                                                                                     deck ambient light
                                                                                                                                     levels should be
                                                                                                                                     zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.i..............  Visual ground segment.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 71]]

 
                                          The visible segment    Landing                The QTG must contain     X    X    X    X   Pre-position for
                                           in the simulator       configuration, with    appropriate                                 this test is
                                           must be 20%    for the appropriate    drawing showing the                         be achieved via
                                           of the segment         airspeed, where the    pertinent data used                         manual or autopilot
                                           computed to be         MLG are at 100 ft      to establish the                            control to the
                                           visible from the       (30 m) above the       airplane location and                       desired position.
                                           airplane flight        plane of the           the segment of the
                                           deck. This tolerance   touchdown zone,        ground that is
                                           may be applied at      while on the           visible considering
                                           the far end of the     electronic glide       design eyepoint, the
                                           displayed segment.     slope with an RVR      airplane attitude,
                                           However, lights and    value set at 1,200     flight deck cut-off
                                           ground objects         ft (350 m).            angle, and a
                                           computed to be                                visibility of 1200 ft
                                           visible from the                              (350 m) RVR.
                                           airplane flight deck                          Simulator performance
                                           at the near end of                            must be measured
                                           the visible segment                           against the QTG
                                           must be visible in                            calculations. The
                                           the simulator.                                data submitted must
                                                                                         include at least the
                                                                                         following:.
                                                                                        (1) Static airplane
                                                                                         dimensions as
                                                                                         follows:.
                                                                                        (i) Horizontal and
                                                                                         vertical distance
                                                                                         from main landing
                                                                                         gear (MLG) to
                                                                                         glideslope reception
                                                                                         antenna..
                                                                                        (ii) Horizontal and
                                                                                         vertical distance
                                                                                         from MLG to pilot's
                                                                                         eyepoint..
                                                                                        (iii) Static flight
                                                                                         deck cutoff angle..
                                                                                        (2) Approach data as
                                                                                         follows:.
                                                                                        (i) Identification of
                                                                                         runway..
                                                                                        (ii) Horizontal
                                                                                         distance from runway
                                                                                         threshold to
                                                                                         glideslope intercept
                                                                                         with runway..
                                                                                        (iii) Glideslope
                                                                                         angle..
                                                                                        (iv) Airplane pitch
                                                                                         angle on approach..
                                                                                        (3) Airplane data for
                                                                                         manual testing:.
                                                                                        (i) Gross weight......
                                                                                        (ii) Airplane
                                                                                         configuration..
                                                                                        (iii) Approach
                                                                                         airspeed. If non-
                                                                                         homogenous fog is
                                                                                         used to obscure
                                                                                         visibility, the
                                                                                         vertical variation in
                                                                                         horizontal visibility
                                                                                         must be described and
                                                                                         be included in the
                                                                                         slant range
                                                                                         visibility
                                                                                         calculation used in
                                                                                         the computations..
--------------------------------------------------------------------------------------------------------------------------------------------------------
5. Sound System.
--------------------------------------------------------------------------------------------------------------------------------------------------------
The sponsor will not be required to repeat the airplane tests (i.e., tests 5.a.1. through 5.a.8. (or 5.b.1.
 through 5.b.9.) and 5.c., as appropriate) during continuing qualification evaluations if frequency response
 and background noise test results are within tolerance when compared to the initial qualification evaluation
 results, and the sponsor shows that no software changes have occurred that will affect the airplane test
 results. If the frequency response test method is chosen and fails, the sponsor may elect to fix the
 frequency response problem and repeat the test or the sponsor may elect to repeat the airplane tests. If the
 airplane tests are repeated during continuing qualification evaluations, the results may be compared against
 initial qualification evaluation results or airplane master data. All tests in this section must be presented
 using an unweighted \1/3\-octave band format from band 17 to 42 (50 Hz to 16 kHz). A minimum 20 second
 average must be taken at the location corresponding to the airplane data set. The airplane and flight
 simulator results must be produced using comparable data analysis techniques..
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a..............  Turbo-jet airplanes.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 72]]

 
5.a.1............  Ready for engine       5 dB per \1/3\                             prior to engine start
                                           octave band.                                  with the Auxiliary
                                                                                         Power Unit operating,
                                                                                         if appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.2............  All engines at idle..  5 dB per \1/3\                             to takeoff.
                                           octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.3............  All engines at         5 dB per \1/3\                             to takeoff.
                    thrust with brakes     octave band.
                    set.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.4............  Climb................  5 dB per \1/3\
                                           octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.5............  Cruise...............  5 dB per \1/3\                             configuration.
                                           octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.6............  Speedbrake / spoilers  5 dB per \1/3\                             speedbrake deflection
                    appropriate).          octave band.                                  for descent at a
                                                                                         constant airspeed and
                                                                                         power setting.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.7............  Initial approach.....  5 dB per \1/3\                             gear up, flaps and
                                           octave band.                                  slats, as appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.8............  Final approach.......  5 dB per \1/3\                             gear down, full flaps.
                                           octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b..............  Propeller airplanes.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.1............  Ready for engine       5 dB per \1/3\                             prior to engine start
                                           octave band.                                  with the Auxiliary
                                                                                         Power Unit operating,
                                                                                         if appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.2............  All propellers         5 dB per \1/3\                             to takeoff.
                                           octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.3............  Ground idle or         5 dB per \1/3\                             to takeoff.
                                           octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.4............  Flight idle or         5 dB per \1/3\                             to takeoff.
                                           octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.5............  All engines at         5 dB per \1/3\                             to takeoff.
                    power with brakes      octave band.
                    set.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.6............  Climb................  5 dB per \1/3\
                                           octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.7............  Cruise...............  5 dB per \1/3\                             configuration.
                                           octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 73]]

 
5.b.8............  Initial approach.....  5 dB per \1/3\                             gear up, flaps
                                           octave band.                                  extended as
                                                                                         appropriate, RPM as
                                                                                         per operating manual.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.9............  Final Approach.......  5 dB per \1/3\                             gear down, full
                                           octave band.                                  flaps, RPM as per
                                                                                         operating manual.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.c..............  Special cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          5 dB per \1/3\                                                                         are identified as
                                           octave band.                                                                              particularly
                                                                                                                                     significant during
                                                                                                                                     critical phases of
                                                                                                                                     flight and ground
                                                                                                                                     operations for a
                                                                                                                                     specific airplane
                                                                                                                                     type or model.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.d..............  Background noise.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          3 dB per \1/3\                             background noise at                         simulator will be
                                           octave band.                                  initial qualification                       evaluated to ensure
                                                                                         must be included in                         that the background
                                                                                         the MQTG.                                   noise does not
                                                                                         Measurements must be                        interfere with
                                                                                         made with the                               training, testing,
                                                                                         simulation running,                         or checking.
                                                                                         the sound muted and a
                                                                                         ``dead'' flight deck.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.e..............  Frequency response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          5 dB on three (3)                          Continuing                                  compared to those
                                           consecutive bands                             Qualification                               taken during
                                           when compared to                              Evaluations. If                             initial
                                           initial evaluation;                           frequency response                          qualification
                                           and 2 dB when                              for each channel at
                                           comparing the                                 the initial
                                           average of the                                qualification
                                           absolute differences                          evaluation, these
                                           between initial and                           plots may be repeated
                                           continuing                                    at the continuing
                                           qualification                                 qualification
                                           evaluation.                                   evaluation with the
                                                                                         following tolerances
                                                                                         applied: (a) The
                                                                                         continuing
                                                                                         qualification \1/3\
                                                                                         octave band
                                                                                         amplitudes must not
                                                                                         exceed 5 dB for three
                                                                                         consecutive bands
                                                                                         when compared to
                                                                                         initial results. (b)
                                                                                         The average of the
                                                                                         sum of the absolute
                                                                                         differences between
                                                                                         initial and
                                                                                         continuing
                                                                                         qualification results
                                                                                         must not exceed 2 dB
                                                                                         (refer to Table A2B
                                                                                         in this attachment).
--------------------------------------------------------------------------------------------------------------------------------------------------------


[[Page 74]]

________________________________________________________________________

                            Begin Information

                               3. General

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

                           4. Control Dynamics

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

[[Page 75]]

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

T(P0).....................................  10% of
                                             P0.
T(P1).....................................  20% of
                                             P1.
T(P2).....................................  30% of
                                             P2.
T(Pn).....................................  10(n+1)% of Pn.
T(An).....................................  10% of
                                             A1.
T(Ad).....................................  5% of
                                             Ad = residual band.
 

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

T(P0).....................................  10% of
                                             P0
 

                             End Information

________________________________________________________________________

                          Begin QPS Requirement

    c. Alternative method for control dynamics evaluation.
    (1) An alternative means for validating control dynamics for 
aircraft with hydraulically powered flight controls and artificial feel 
systems is by the measurement of control force and rate of movement. For 
each axis of pitch, roll, and yaw, the control must be forced to its 
maximum extreme position for the following distinct rates. These tests 
are conducted under normal flight and ground conditions.
    (a) Static test--Slowly move the control so that a full sweep is 
achieved within 95 to 105 seconds. A full sweep is defined as movement 
of the controller from neutral to the stop, usually aft or right stop, 
then to the opposite stop, then to the neutral position.
    (b) Slow dynamic test--Achieve a full sweep within 8-12 seconds.
    (c) Fast dynamic test--Achieve a full sweep within 3-5 seconds.
    Note: Dynamic sweeps may be limited to forces not exceeding 100 lbs. 
(44.5 daN).
    (d) Tolerances
    (i) Static test; see Table A2A, FFS Objective Tests, Entries 2.a.1., 
2.a.2., and 2.a.3.
    (ii) Dynamic test-- 2 lbs (0.9 daN) or  10% on dynamic increment above static test.

                           End QPS Requirement

________________________________________________________________________

                            Begin Information

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

[[Page 76]]

[GRAPHIC] [TIFF OMITTED] TR09MY08.000


[[Page 77]]


[GRAPHIC] [TIFF OMITTED] TR09MY08.001

                            5. Ground Effect

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

[[Page 78]]

inoperative landing, and engine failure on take-off serve to validate 
lateral-directional ground effect since portions of these tests are 
accomplished as the aircraft is descending through heights above the 
runway at which ground effect is an important factor.

                            6. Motion System

    a. General.
    (1) Pilots use continuous information signals to regulate the state 
of the airplane. In concert with the instruments and outside-world 
visual information, whole-body motion feedback is essential in assisting 
the pilot to control the airplane dynamics, particularly in the presence 
of external disturbances. The motion system should meet basic objective 
performance criteria, and should be subjectively tuned at the pilot's 
seat position to represent the linear and angular accelerations of the 
airplane during a prescribed minimum set of maneuvers and conditions. 
The response of the motion cueing system should also be repeatable.
    (2) The Motion System tests in Section 3 of Table A2A are intended 
to qualify the FFS motion cueing system from a mechanical performance 
standpoint. Additionally, the list of motion effects provides a 
representative sample of dynamic conditions that should be present in 
the flight simulator. An additional list of representative, training-
critical maneuvers, selected from Section 1 (Performance tests), and 
Section 2 (Handling Qualities tests), in Table A2A, that should be 
recorded during initial qualification (but without tolerance) to 
indicate the flight simulator motion cueing performance signature have 
been identified (reference Section 3.e). These tests are intended to 
help improve the overall standard of FFS motion cueing.
    b. Motion System Checks. The intent of test 3a, Frequency Response, 
test 3b, Leg Balance, and test 3c, Turn-Around Check, as described in 
the Table of Objective Tests, is to demonstrate the performance of the 
motion system hardware, and to check the integrity of the motion set-up 
with regard to calibration and wear. These tests are independent of the 
motion cueing software and should be considered robotic tests.
    c. Motion System Repeatability. The intent of this test is to ensure 
that the motion system software and motion system hardware have not 
degraded or changed over time. This diagnostic test should be completed 
during continuing qualification checks in lieu of the robotic tests. 
This will allow an improved ability to determine changes in the software 
or determine degradation in the hardware. The following information 
delineates the methodology that should be used for this test.
    (1) Input: The inputs should be such that rotational accelerations, 
rotational rates, and linear accelerations are inserted before the 
transfer from airplane center of gravity to pilot reference point with a 
minimum amplitude of 5 deg/sec/sec, 10 deg/sec and 0.3 g, respectively, 
to provide adequate analysis of the output.
    (2) Recommended output:
    (a) Actual platform linear accelerations; the output will comprise 
accelerations due to both the linear and rotational motion acceleration;
    (b) Motion actuators position.
    d. Motion Cueing Performance Signature.
    (1) Background. The intent of this test is to provide quantitative 
time history records of motion system response to a selected set of 
automated QTG maneuvers during initial qualification. This is not 
intended to be a comparison of the motion platform accelerations against 
the flight test recorded accelerations (i.e., not to be compared against 
airplane cueing). If there is a modification to the initially qualified 
motion software or motion hardware (e.g., motion washout filter, 
simulator payload change greater than 10%) then a new baseline may need 
to be established.
    (2) Test Selection. The conditions identified in Section 3.e. in 
Table A2A are those maneuvers where motion cueing is the most 
discernible. They are general tests applicable to all types of airplanes 
and should be completed for motion cueing performance signature at any 
time acceptable to the NSPM prior to or during the initial qualification 
evaluation, and the results included in the MQTG.
    (3) Priority. Motion system should be designed with the intent of 
placing greater importance on those maneuvers that directly influence 
pilot perception and control of the airplane motions. For the maneuvers 
identified in section 3.e. in Table A2A, the flight simulator motion 
cueing system should have a high tilt co-ordination gain, high 
rotational gain, and high correlation with respect to the airplane 
simulation model.
    (4) Data Recording. The minimum list of parameters provided should 
allow for the determination of the flight simulator's motion cueing 
performance signature for the initial qualification evaluation. The 
following parameters are recommended as being acceptable to perform such 
a function:
    (a) Flight model acceleration and rotational rate commands at the 
pilot reference point;
    (b) Motion actuators position;
    (c) Actual platform position;
    (d) Actual platform acceleration at pilot reference point.
    e. Motion Vibrations.
    (1) Presentation of results. The characteristic motion vibrations 
may be used to verify that the flight simulator can reproduce the 
frequency content of the airplane when flown in specific conditions. The 
test results should be presented as a Power Spectral Density (PSD) plot 
with frequencies on

[[Page 79]]

the horizontal axis and amplitude on the vertical axis. The airplane 
data and flight simulator data should be presented in the same format 
with the same scaling. The algorithms used for generating the flight 
simulator data should be the same as those used for the airplane data. 
If they are not the same then the algorithms used for the flight 
simulator data should be proven to be sufficiently comparable. As a 
minimum, the results along the dominant axes should be presented and a 
rationale for not presenting the other axes should be provided.
    (2) Interpretation of results. The overall trend of the PSD plot 
should be considered while focusing on the dominant frequencies. Less 
emphasis should be placed on the differences at the high frequency and 
low amplitude portions of the PSD plot. During the analysis, certain 
structural components of the flight simulator have resonant frequencies 
that are filtered and may not appear in the PSD plot. If filtering is 
required, the notch filter bandwidth should be limited to 1 Hz to ensure 
that the buffet feel is not adversely affected. In addition, a rationale 
should be provided to explain that the characteristic motion vibration 
is not being adversely affected by the filtering. The amplitude should 
match airplane data as described below. However, if the PSD plot was 
altered for subjective reasons, a rationale should be provided to 
justify the change. If the plot is on a logarithmic scale, it may be 
difficult to interpret the amplitude of the buffet in terms of 
acceleration. For example, a 1x10-3 g-rms2/Hz 
would describe a heavy buffet and may be seen in the deep stall regime. 
Alternatively, a 1x10-6 g-rms2/Hz buffet is almost 
not perceivable; but may represent a flap buffet at low speed. The 
previous two examples differ in magnitude by 1000. On a PSD plot this 
represents three decades (one decade is a change in order of magnitude 
of 10; and two decades is a change in order of magnitude of 100).
    Note: In the example, ``g-rms2 is the mathematical 
expression for ``g's root mean squared.''

                             7. Sound System

    a. General. The total sound environment in the airplane is very 
complex, and changes with atmospheric conditions, airplane 
configuration, airspeed, altitude, and power settings. Flight deck 
sounds are an important component of the flight deck operational 
environment and provide valuable information to the flight crew. These 
aural cues can either assist the crew (as an indication of an abnormal 
situation), or hinder the crew (as a distraction or nuisance). For 
effective training, the flight simulator should provide flight deck 
sounds that are perceptible to the pilot during normal and abnormal 
operations, and comparable to those of the airplane. The flight 
simulator operator should carefully evaluate background noises in the 
location where the device will be installed. To demonstrate compliance 
with the sound requirements, the objective or validation tests in this 
attachment were selected to provide a representative sample of normal 
static conditions typically experienced by a pilot.
    b. Alternate propulsion. For FFS with multiple propulsion 
configurations, any condition listed in Table A2A of this attachment 
should be presented for evaluation as part of the QTG if identified by 
the airplane manufacturer or other data supplier as significantly 
different due to a change in propulsion system (engine or propeller).
    c. Data and Data Collection System.
    (1) Information provided to the flight simulator manufacturer should 
be presented in the format suggested by the International Air Transport 
Association (IATA) ``Flight Simulator Design and Performance Data 
Requirements,'' as amended. This information should contain calibration 
and frequency response data.
    (2) The system used to perform the tests listed in Table A2A should 
comply with the following standards:
    (a) The specifications for octave, half octave, and third octave 
band filter sets may be found in American National Standards Institute 
(ANSI) S1.11-1986;
    (b) Measurement microphones should be type WS2 or better, as 
described in International Electrotechnical Commission (IEC) 1094-4-
1995.
    (3) Headsets. If headsets are used during normal operation of the 
airplane they should also be used during the flight simulator 
evaluation.
    (4) Playback equipment. Playback equipment and recordings of the QTG 
conditions should be provided during initial evaluations.
    (5) Background noise.
    (a) Background noise is the noise in the flight simulator that is 
not associated with the airplane, but is caused by the flight 
simulator's cooling and hydraulic systems and extraneous noise from 
other locations in the building. Background noise can seriously impact 
the correct simulation of airplane sounds and should be kept below the 
airplane sounds. In some cases, the sound level of the simulation can be 
increased to compensate for the background noise. However, this approach 
is limited by the specified tolerances and by the subjective 
acceptability of the sound environment to the evaluation pilot.
    (b) The acceptability of the background noise levels is dependent 
upon the normal sound levels in the airplane being represented. 
Background noise levels that fall below the lines defined by the 
following points, may be acceptable:
    (i) 70 dB @ 50 Hz;

[[Page 80]]

    (ii) 55 dB @ 1000 Hz;
    (iii) 30 dB @ 16 kHz
    (Note: These limits are for unweighted 1/3 octave band sound levels. 
Meeting these limits for background noise does not ensure an acceptable 
flight simulator. Airplane sounds that fall below this limit require 
careful review and may require lower limits on background noise.)
    (6) Validation testing. Deficiencies in airplane recordings should 
be considered when applying the specified tolerances to ensure that the 
simulation is representative of the airplane. Examples of typical 
deficiencies are:
    (a) Variation of data between tail numbers;
    (b) Frequency response of microphones;
    (c) Repeatability of the measurements.

                Table A2B--Example of Continuing Qualification Frequency Response Test Tolerance
----------------------------------------------------------------------------------------------------------------
                                                                                    Continuing
                                                                      Initial      qualification     Absolute
                      Band center frequency                           results         results       difference
                                                                      (dBSPL)         (dBSPL)
----------------------------------------------------------------------------------------------------------------
50..............................................................            75.0            73.8             1.2
63..............................................................            75.9            75.6             0.3
80..............................................................            77.1            76.5             0.6
100.............................................................            78.0            78.3             0.3
125.............................................................            81.9            81.3             0.6
160.............................................................            79.8            80.1             0.3
200.............................................................            83.1            84.9             1.8
250.............................................................            78.6            78.9             0.3
315.............................................................            79.5            78.3             1.2
400.............................................................            80.1            79.5             0.6
500.............................................................            80.7            79.8             0.9
630.............................................................            81.9            80.4             1.5
800.............................................................            73.2            74.1             0.9
1000............................................................            79.2            80.1             0.9
1250............................................................            80.7            82.8             2.1
1600............................................................            81.6            78.6             3.0
2000............................................................            76.2            74.4             1.8
2500............................................................            79.5            80.7             1.2
3150............................................................            80.1            77.1             3.0
4000............................................................            78.9            78.6             0.3
5000............................................................            80.1            77.1             3.0
6300............................................................            80.7            80.4             0.3
8000............................................................            84.3            85.5             1.2
10000...........................................................            81.3            79.8             1.5
12500...........................................................            80.7            80.1             0.6
16000...........................................................            71.1            71.1             0.0
                                                                 -----------------------------------------------
    Average.....................................................  ..............  ..............             1.1
----------------------------------------------------------------------------------------------------------------

 8. Additional Information About Flight Simulator Qualification for New 
                         or Derivative Airplanes

    a. Typically, an airplane manufacturer's approved final data for 
performance, handling qualities, systems or avionics is not available 
until well after a new or derivative airplane has entered service. 
However, flight crew training and certification often begins several 
months prior to the entry of the first airplane into service. 
Consequently, it may be necessary to use preliminary data provided by 
the airplane manufacturer for interim qualification of flight 
simulators.
    b. In these cases, the NSPM may accept certain partially validated 
preliminary airplane and systems data, and early release (``red label'') 
avionics data in order to permit the necessary program schedule for 
training, certification, and service introduction.
    c. Simulator sponsors seeking qualification based on preliminary 
data should consult the NSPM to make special arrangements for using 
preliminary data for flight simulator qualification. The sponsor should 
also consult the airplane and flight simulator manufacturers to develop 
a data plan and flight simulator qualification plan.
    d. The procedure to be followed to gain NSPM acceptance of 
preliminary data will vary from case to case and between airplane 
manufacturers. Each airplane manufacturer's new airplane development and 
test program is designed to suit the needs of the particular project and 
may not contain the same events or sequence of events as another 
manufacturer's program, or even the same manufacturer's program for a 
different airplane. Therefore, there cannot be a prescribed invariable 
procedure for acceptance of preliminary data, but instead there should 
be a statement describing the final sequence of events, data sources, 
and validation procedures agreed by the simulator sponsor, the airplane 
manufacturer, the flight simulator manufacturer, and the NSPM.

[[Page 81]]

    Note: A description of airplane manufacturer-provided data needed 
for flight simulator modeling and validation is to be found in the IATA 
Document ``Flight Simulator Design and Performance Data Requirements,'' 
as amended.
    e. The preliminary data should be the manufacturer's best 
representation of the airplane, with assurance that the final data will 
not significantly deviate from the preliminary estimates. Data derived 
from these predictive or preliminary techniques should be validated 
against available sources including, at least, the following:
    (1) Manufacturer's engineering report. The report should explain the 
predictive method used and illustrate past success of the method on 
similar projects. For example, the manufacturer could show the 
application of the method to an earlier airplane model or predict the 
characteristics of an earlier model and compare the results to final 
data for that model.
    (2) Early flight test results. This data is often derived from 
airplane certification tests, and should be used to maximum advantage 
for early flight simulator validation. Certain critical tests that would 
normally be done early in the airplane certification program should be 
included to validate essential pilot training and certification 
maneuvers. These include cases where a pilot is expected to cope with an 
airplane failure mode or an engine failure. Flight test data that will 
be available early in the flight test program will depend on the 
airplane manufacturer's flight test program design and may not be the 
same in each case. The flight test program of the airplane manufacturer 
should include provisions for generation of very early flight test 
results for flight simulator validation.
    f. The use of preliminary data is not indefinite. The airplane 
manufacturer's final data should be available within 12 months after the 
airplane's first entry into service or as agreed by the NSPM, the 
simulator sponsor, and the airplane manufacturer. When applying for 
interim qualification using preliminary data, the simulator sponsor and 
the NSPM should agree on the update program. This includes specifying 
that the final data update will be installed in the flight simulator 
within a period of 12 months following the final data release, unless 
special conditions exist and a different schedule is acceptable. The 
flight simulator performance and handling validation would then be based 
on data derived from flight tests or from other approved sources. 
Initial airplane systems data should be updated after engineering tests. 
Final airplane systems data should also be used for flight simulator 
programming and validation.
    g. Flight simulator avionics should stay essentially in step with 
airplane avionics (hardware and software) updates. The permitted time 
lapse between airplane and flight simulator updates should be minimal. 
It may depend on the magnitude of the update and whether the QTG and 
pilot training and certification are affected. Differences in airplane 
and flight simulator avionics versions and the resulting effects on 
flight simulator qualification should be agreed between the simulator 
sponsor and the NSPM. Consultation with the flight simulator 
manufacturer is desirable throughout the qualification process.
    h. The following describes an example of the design data and sources 
that might be used in the development of an interim qualification plan.
    (1) The plan should consist of the development of a QTG based upon a 
mix of flight test and engineering simulation data. For data collected 
from specific airplane flight tests or other flights, the required 
design model or data changes necessary to support an acceptable Proof of 
Match (POM) should be generated by the airplane manufacturer.
    (2) For proper validation of the two sets of data, the airplane 
manufacturer should compare their simulation model responses against the 
flight test data, when driven by the same control inputs and subjected 
to the same atmospheric conditions as recorded in the flight test. The 
model responses should result from a simulation where the following 
systems are run in an integrated fashion and are consistent with the 
design data released to the flight simulator manufacturer:
    (a) Propulsion;
    (b) Aerodynamics;
    (c) Mass properties;
    (d) Flight controls;
    (e) Stability augmentation; and
    (f) Brakes/landing gear.
    i. A qualified test pilot should be used to assess handling 
qualities and performance evaluations for the qualification of flight 
simulators of new airplane types.

                             End Information

________________________________________________________________________

                          Begin QPS Requirement

                9. Engineering Simulator--Validation Data

    a. When a fully validated simulation (i.e., validated with flight 
test results) is modified due to changes to the simulated airplane 
configuration, the airplane manufacturer or other acceptable data 
supplier must coordinate with the NSPM if they propose to supply 
validation data from an ``audited'' engineering simulator/simulation to 
selectively supplement flight test data. The NSPM must be provided an 
opportunity to audit the engineering simulation or the engineering 
simulator used to generate the validation data. Validation data from an 
audited engineering simulation may be used for changes that are

[[Page 82]]

incremental in nature. Manufacturers or other data suppliers must be 
able to demonstrate that the predicted changes in aircraft performance 
are based on acceptable aeronautical principles with proven success 
history and valid outcomes. This must include comparisons of predicted 
and flight test validated data.
    b. Airplane manufacturers or other acceptable data suppliers seeking 
to use an engineering simulator for simulation validation data as an 
alternative to flight-test derived validation data, must contact the 
NSPM and provide the following:
    (1) A description of the proposed aircraft changes, a description of 
the proposed simulation model changes, and the use of an integral 
configuration management process, including a description of the actual 
simulation model modifications that includes a step-by-step description 
leading from the original model(s) to the current model(s).
    (2) A schedule for review by the NSPM of the proposed plan and the 
subsequent validation data to establish acceptability of the proposal.
    (3) Validation data from an audited engineering simulator/simulation 
to supplement specific segments of the flight test data.
    c. To be qualified to supply engineering simulator validation data, 
for aerodynamic, engine, flight control, or ground handling models, an 
airplane manufacturer or other acceptable data supplier must:
    (1) Be able to verify their ability able to:
    (a) Develop and implement high fidelity simulation models; and
    (b) Predict the handling and performance characteristics of an 
airplane with sufficient accuracy to avoid additional flight test 
activities for those handling and performance characteristics.
    (2) Have an engineering simulator that:
    (a) Is a physical entity, complete with a flight deck representative 
of the simulated class of airplane;
    (b) Has controls sufficient for manual flight;
    (c) Has models that run in an integrated manner;
    (d) Has fully flight-test validated simulation models as the 
original or baseline simulation models;
    (e) Has an out-of-the-flight deck visual system;
    (f) Has actual avionics boxes interchangeable with the equivalent 
software simulations to support validation of released software;
    (g) Uses the same models as released to the training community 
(which are also used to produce stand-alone proof-of-match and checkout 
documents);
    (h) Is used to support airplane development and certification; and
    (i) Has been found to be a high fidelity representation of the 
airplane by the manufacturer's pilots (or other acceptable data 
supplier), certificate holders, and the NSPM.
    (3) Use the engineering simulator/simulation to produce a 
representative set of integrated proof-of-match cases.
    (4) Use a configuration control system covering hardware and 
software for the operating components of the engineering simulator/
simulation.
    (5) Demonstrate that the predicted effects of the change(s) are 
within the provisions of sub-paragraph ``a'' of this section, and 
confirm that additional flight test data are not required.
    d. Additional Requirements for Validation Data
    (1) When used to provide validation data, an engineering simulator 
must meet the simulator standards currently applicable to training 
simulators except for the data package.
    (2) The data package used must be:
    (a) Comprised of the engineering predictions derived from the 
airplane design, development, or certification process;
    (b) Based on acceptable aeronautical principles with proven success 
history and valid outcomes for aerodynamics, engine operations, avionics 
operations, flight control applications, or ground handling;
    (c) Verified with existing flight-test data; and
    (d) Applicable to the configuration of a production airplane, as 
opposed to a flight-test airplane.
    (3) Where engineering simulator data are used as part of a QTG, an 
essential match must exist between the training simulator and the 
validation data.
    (4) Training flight simulator(s) using these baseline and modified 
simulation models must be qualified to at least internationally 
recognized standards, such as contained in the ICAO Document 9625, the 
``Manual of Criteria for the Qualification of Flight Simulators.''

                           End QPS Requirement

________________________________________________________________________

                             10. [Reserved]

                     11. Validation Test Tolerances

________________________________________________________________________

                            Begin Information

    a. Non-Flight-Test Tolerances
    (1) If engineering simulator data or other non-flight-test data are 
used as an allowable form of reference validation data for the objective 
tests listed in Table A2A of this attachment, the data provider must 
supply a well-documented mathematical model and testing procedure that 
enables a replication of the engineering simulation results within

[[Page 83]]

20% of the corresponding flight test tolerances.
    b. Background
    (1) The tolerances listed in Table A2A of this attachment are 
designed to measure the quality of the match using flight-test data as a 
reference.
    (2) Good engineering judgment should be applied to all tolerances in 
any test. A test is failed when the results clearly fall outside of the 
prescribed tolerance(s).
    (3) Engineering simulator data are acceptable because the same 
simulation models used to produce the reference data are also used to 
test the flight training simulator (i.e., the two sets of results should 
be ``essentially'' similar).
    (4) The results from the two sources may differ for the following 
reasons:
    (a) Hardware (avionics units and flight controls);
    (b) Iteration rates;
    (c) Execution order;
    (d) Integration methods;
    (e) Processor architecture;
    (f) Digital drift, including:
    (i) Interpolation methods;
    (ii) Data handling differences; and
    (iii) Auto-test trim tolerances.
    (5) The tolerance limit between the reference data and the flight 
simulator results is generally 20% of the corresponding ``flight-test'' 
tolerances. However, there may be cases where the simulator models used 
are of higher fidelity, or the manner in which they are cascaded in the 
integrated testing loop have the effect of a higher fidelity, than those 
supplied by the data provider. Under these circumstances, it is possible 
that an error greater than 20% may be generated. An error greater than 
20% may be acceptable if simulator sponsor can provide an adequate 
explanation.
    (6) Guidelines are needed for the application of tolerances to 
engineering-simulator-generated validation data because:
    (a) Flight-test data are often not available due to technical 
reasons;
    (b) Alternative technical solutions are being advanced; and
    (c) High costs.

                       12. Validation Data Roadmap

    a. Airplane manufacturers or other data suppliers should supply a 
validation data roadmap (VDR) document as part of the data package. A 
VDR document contains guidance material from the airplane validation 
data supplier recommending the best possible sources of data to be used 
as validation data in the QTG. A VDR is of special value when requesting 
interim qualification, qualification of simulators for airplanes 
certificated prior to 1992, and qualification of alternate engine or 
avionics fits. A sponsor seeking to have a device qualified in 
accordance with the standards contained in this QPS appendix should 
submit a VDR to the NSPM as early as possible in the planning stages. 
The NSPM is the final authority to approve the data to be used as 
validation material for the QTG. The NSPM and the Joint Aviation 
Authorities' Synthetic Training Devices Advisory Board have committed to 
maintain a list of agreed VDRs.
    b. The VDR should identify (in matrix format) sources of data for 
all required tests. It should also provide guidance regarding the 
validity of these data for a specific engine type, thrust rating 
configuration, and the revision levels of all avionics affecting 
airplane handling qualities and performance. The VDR should include 
rationale or explanation in cases where data or parameters are missing, 
engineering simulation data are to be used, flight test methods require 
explanation, or there is any deviation from data requirements. 
Additionally, the document should refer to other appropriate sources of 
validation data (e.g., sound and vibration data documents).
    c. The Sample Validation Data Roadmap (VDR) for airplanes, shown in 
Table A2C, depicts a generic roadmap matrix identifying sources of 
validation data for an abbreviated list of tests. This document is 
merely a sample and does not provide actual data. A complete matrix 
should address all test conditions and provide actual data and data 
sources.
    d. Two examples of rationale pages are presented in Appendix F of 
the IATA ``Flight Simulator Design and Performance Data Requirements.'' 
These illustrate the type of airplane and avionics configuration 
information and descriptive engineering rationale used to describe data 
anomalies or provide an acceptable basis for using alternative data for 
QTG validation requirements.

                             End Information

________________________________________________________________________

[[Page 84]]

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[[Page 85]]



                            Begin Information

________________________________________________________________________

         13. Acceptance Guidelines for Alternative Engines Data.

                              a. Background

    (1) For a new airplane type, the majority of flight validation data 
are collected on the first airplane configuration with a ``baseline'' 
engine type. These data are then used to validate all flight simulators 
representing that airplane type.
    (2) Additional flight test validation data may be needed for flight 
simulators representing an airplane with engines of a different type 
than the baseline, or for engines with thrust rating that is different 
from previously validated configurations.
    (3) When a flight simulator with alternate engines is to be 
qualified, the QTG should contain tests against flight test validation 
data for selected cases where engine differences are expected to be 
significant.

   b. Approval Guidelines For Validating Alternate Engine Applications

    (1) The following guidelines apply to flight simulators representing 
airplanes with alternate engine applications or with more than one 
engine type or thrust rating.
    (2) Validation tests can be segmented into two groups, those that 
are dependent on engine type or thrust rating and those that are not.
    (3) For tests that are independent of engine type or thrust rating, 
the QTG can be based on validation data from any engine application. 
Tests in this category should be designated as independent of engine 
type or thrust rating.
    (4) For tests that are affected by engine type, the QTG should 
contain selected engine-specific flight test data sufficient to validate 
that particular airplane-engine configuration. These effects may be due 
to engine dynamic characteristics, thrust levels or engine-related 
airplane configuration changes. This category is primarily characterized 
by variations between different engine manufacturers' products, but also 
includes differences due to significant engine design changes from a 
previously flight-validated configuration within a single engine type. 
See Table A2D, Alternate Engine Validation Flight Tests in this section 
for a list of acceptable tests.
    (5) Alternate engine validation data should be based on flight test 
data, except as noted in sub-paragraphs 13.c.(1) and (2), or where other 
data are specifically allowed (e.g., engineering simulator/simulation 
data). If certification of the flight characteristics of the airplane 
with a new thrust rating (regardless of percentage change) does require 
certification flight testing with a comprehensive stability and control 
flight instrumentation package, then the conditions described in Table 
A2D in this section should be obtained from flight testing and presented 
in the QTG. Flight test data, other than throttle calibration data, are 
not required if the new thrust rating is certified on the airplane 
without need for a comprehensive stability and control flight 
instrumentation package.
    (6) As a supplement to the engine-specific flight tests listed in 
Table A2D and baseline engine-independent tests, additional engine-
specific engineering validation data should be provided in the QTG, as 
appropriate, to facilitate running the entire QTG with the alternate 
engine configuration. The sponsor and the NSPM should agree in advance 
on the specific validation tests to be supported by engineering 
simulation data.
    (7) A matrix or VDR should be provided with the QTG indicating the 
appropriate validation data source for each test.
    (8) The flight test conditions in Table A2D are appropriate and 
should be sufficient to validate implementation of alternate engines in 
a flight simulator.

                             End Information

________________________________________________________________________

                          Begin QPS Requirement

                          c. Test Requirements

    (1) The QTG must contain selected engine-specific flight test data 
sufficient to validate the alternative thrust level when:
    (a) the engine type is the same, but the thrust rating exceeds that 
of a previously flight-test validated configuration by five percent (5%) 
or more; or
    (b) the engine type is the same, but the thrust rating is less than 
the lowest previously flight-test validated rating by fifteen percent 
(15%) or more. See Table A2D for a list of acceptable tests.
    (2) Flight test data is not required if the thrust increase is 
greater than 5%, but flight tests have confirmed that the thrust 
increase does not change the airplane's flight characteristics.
    (3) Throttle calibration data (i.e., commanded power setting 
parameter versus throttle position) must be provided to validate all 
alternate engine types and engine thrust ratings that are higher or 
lower than a previously validated engine. Data from a test airplane or 
engineering test bench with the correct engine controller (both hardware 
and software) are required.

                           End QPS Requirement

________________________________________________________________________

                          Begin QPS Requirement

[[Page 86]]



                              Table A2D--Alternative Engine Validation Flight Tests
 
                                                                                  Alternative      Alternative
           Entry No.                 Test description                             engine type    thrust rating 2
 
 
1.b.1., 1.b.4..................--Normal take-off/ground acceleration time and----------------X----------------X-
                                  distance
----------------------------------------------------------------------------------------------------------------
1.b.2..........................  Vmcg, if performed for airplane certification               X                X
----------------------------------------------------------------------------------------------------------------
1.b.5..........................  Engine-out take-off     Either test may be
1.b.8..........................  Dynamic engine failure   performed.                         X
                                  after take-off..
----------------------------------------------------------------------------------------------------------------
1.b.7..........................  Rejected take-off if performed for airplane                 X
                                  certification
1.d.1..........................  Cruise performance                                          X
1.f.1., 1.f.2..................  Engine acceleration and deceleration                        X                X
2.a.7..........................  Throttle calibration \1\                                    X                X
2.c.1..........................  Power change dynamics (acceleration)                        X                X
2.d.1..........................  Vmca if performed for airplane certification                X                X
2.d.5..........................  Engine inoperative trim                                     X                X
2.e.1..........................  Normal landing                                              X   ...............
 
\1\ Must be provided for all changes in engine type or thrust rating; see paragraph 13.c.(3).
\2\ See paragraphs 13.c.(1) through 13.c.(3), for a definition of applicable thrust ratings.

                           End QPS Requirement

________________________________________________________________________

                            Begin Information

   14. Acceptance Guidelines for Alternative Avionics (Flight-Related 
                       Computers and Controllers)

                              a. Background

    (1) For a new airplane type, the majority of flight validation data 
are collected on the first airplane configuration with a ``baseline'' 
flight-related avionics ship-set; (see subparagraph b.(2) of this 
section). These data are then used to validate all flight simulators 
representing that airplane type.
    (2) Additional validation data may be required for flight simulators 
representing an airplane with avionics of a different hardware design 
than the baseline, or a different software revision than previously 
validated configurations.
    (3) When a flight simulator with additional or alternate avionics 
configurations is to be qualified, the QTG should contain tests against 
validation data for selected cases where avionics differences are 
expected to be significant.

        b. Approval Guidelines for Validating Alternate Avionics

    (1) The following guidelines apply to flight simulators representing 
airplanes with a revised avionics configuration, or more than one 
avionics configuration.
    (2) The baseline validation data should be based on flight test 
data, except where other data are specifically allowed (e.g., 
engineering flight simulator data).
    (3) The airplane avionics can be segmented into two groups, systems 
or components whose functional behavior contributes to the aircraft 
response presented in the QTG results, and systems that do not. The 
following avionics are examples of contributory systems for which 
hardware design changes or software revisions may lead to significant 
differences in the aircraft response relative to the baseline avionics 
configuration: Flight control computers and controllers for engines, 
autopilot, braking system, nosewheel steering system, and high lift 
system. Related avionics such as stall warning and augmentation systems 
should also be considered.
    (4) The acceptability of validation data used in the QTG for an 
alternative avionics fit should be determined as follows:
    (a) For changes to an avionics system or component that do not 
affect QTG validation test response, the QTG test can be based on 
validation data from the previously validated avionics configuration.
    (b) For an avionics change to a contributory system, where a 
specific test is not affected by the change (e.g., the avionics change 
is a Built In Test Equipment (BITE) update or a modification in a 
different flight phase), the QTG test can be based on validation data 
from the previously-validated avionics configuration. The QTG should 
include authoritative justification (e.g., from the airplane 
manufacturer or system supplier) that this avionics change does not 
affect the test.
    (c) For an avionics change to a contributory system, the QTG may be 
based on validation data from the previously-validated avionics 
configuration if no new functionality is added and the impact of the 
avionics change on the airplane response is small and based on 
acceptable aeronautical principles with proven success history and valid 
outcomes. This should be supplemented with avionics-specific validation 
data from the airplane manufacturer's engineering

[[Page 87]]

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

                       15. Transport Delay Testing

    a. This paragraph explains how to determine the introduced transport 
delay through the flight simulator system so that it does not exceed a 
specific time delay. The transport delay should be measured from control 
inputs through the interface, through each of the host computer modules 
and back through the interface to motion, flight instrument, and visual 
systems. The transport delay should not exceed the maximum allowable 
interval.
    b. Four specific examples of transport delay are:
    (1) Simulation of classic non-computer controlled aircraft;
    (2) Simulation of computer controlled aircraft using real airplane 
black boxes;
    (3) Simulation of computer controlled aircraft using software 
emulation of airplane boxes;
    (4) Simulation using software avionics or re-hosted instruments.
    c. Figure A2C illustrates the total transport delay for a non-
computer-controlled airplane or the classic transport delay test. Since 
there are no airplane-induced delays for this case, the total transport 
delay is equivalent to the introduced delay.
    d. Figure A2D illustrates the transport delay testing method using 
the real airplane controller system.
    e. To obtain the induced transport delay for the motion, instrument 
and visual signal, the delay induced by the airplane controller should 
be subtracted from the total transport delay. This difference represents 
the introduced delay and should not exceed the standards prescribed in 
Table A1A.
    f. Introduced transport delay is measured from the flight deck 
control input to the reaction of the instruments and motion and visual 
systems (See Figure A2C).
    g. The control input may also be introduced after the airplane 
controller system and the introduced transport delay measured directly 
from the control input to the reaction of the instruments, and simulator 
motion and visual systems (See Figure A2D).
    h. Figure A2E illustrates the transport delay testing method used on 
a flight simulator that uses a software emulated airplane controller 
system.
    i. It is not possible to measure the introduced transport delay 
using the simulated airplane controller system architecture for the 
pitch, roll and yaw axes. Therefore, the signal should be measured 
directly from the pilot controller. The flight simulator manufacturer 
should measure the total transport delay and subtract the inherent delay 
of the actual airplane components because the real airplane controller 
system has an inherent delay provided by the airplane manufacturer. The 
flight simulator manufacturer should ensure that the introduced delay 
does not exceed the standards prescribed in Table A1A.
    j. Special measurements for instrument signals for flight simulators 
using a real airplane instrument display system instead of a simulated 
or re-hosted display. For flight instrument systems, the total transport 
delay should be measured and the inherent delay of the actual airplane 
components subtracted to ensure that the introduced delay does not 
exceed the standards prescribed in Table A1A.
    (1) Figure A2FA illustrates the transport delay procedure without 
airplane display simulation. The introduced delay consists of the delay 
between the control movement and the instrument change on the data bus.
    (2) Figure A2FB illustrates the modified testing method required to 
measure introduced delay due to software avionics or re-hosted 
instruments. The total simulated instrument transport delay is measured 
and the airplane delay should be subtracted from this total. This 
difference represents the introduced delay and should not exceed the 
standards prescribed in Table A1A. The inherent delay of the airplane 
between the data bus and the displays is indicated in figure A2FA. The 
display manufacturer should provide this delay time.
    k. Recorded signals. The signals recorded to conduct the transport 
delay calculations should be explained on a schematic block diagram. The 
flight simulator manufacturer should also provide an explanation of why 
each signal was selected and how they relate to the above descriptions.
    l. Interpretation of results. Flight simulator results vary over 
time from test to test due to ``sampling uncertainty.'' All flight 
simulators run at a specific rate where all

[[Page 88]]

modules are executed sequentially in the host computer. The flight 
controls input can occur at any time in the iteration, but these data 
will not be processed before the start of the new iteration. For 
example, a flight simulator running at 60 Hz may have a difference of as 
much as 16.67 msec between test results. This does not mean that the 
test has failed. Instead, the difference is attributed to variations in 
input processing. In some conditions, the host simulator and the visual 
system do not run at the same iteration rate, so the output of the host 
computer to the visual system will not always be synchronized.
    m. The transport delay test should account for both daylight and 
night modes of operation of the visual system. In both cases, the 
tolerances prescribed in Table A1A must be met and the motion response 
should occur before the end of the first video scan containing new 
information.

[[Page 89]]

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[[Page 90]]


[GRAPHIC] [TIFF OMITTED] TR09MY08.004

________________________________________________________________________

                            Begin Information

     16. Continuing Qualification Evaluations--Validation Test Data 
                              Presentation

                              a. Background

    (1) The MQTG is created during the initial evaluation of a flight 
simulator. This is the master document, as amended, to which flight 
simulator continuing qualification evaluation test results are compared.
    (2) The currently accepted method of presenting continuing 
qualification evaluation test results is to provide flight simulator 
results over-plotted with reference data. Test results are carefully 
reviewed to determine if the test is within the specified tolerances. 
This can be a time consuming process, particularly when reference data 
exhibits rapid variations or an apparent anomaly requiring engineering 
judgment in the application of the tolerances. In these cases, the 
solution is to compare the results to the MQTG. The continuing 
qualification results are compared to the results in the MQTG for 
acceptance. The flight simulator operator and the NSPM should look for 
any change in the flight simulator performance since initial 
qualification.

    b. Continuing Qualification Evaluation Test Results Presentation

    (1) Flight simulator operators are encouraged to over-plot 
continuing qualification validation test results with MQTG flight 
simulator results recorded during the initial evaluation and as amended. 
Any change in a validation test will be readily apparent. In addition to 
plotting continuing qualification validation test and MQTG results, 
operators may elect to plot reference data as well.
    (2) There are no suggested tolerances between flight simulator 
continuing qualification and MQTG validation test results. Investigation 
of any discrepancy between the MQTG and continuing qualification flight 
simulator performance is left to the discretion of the flight simulator 
operator and the NSPM.

[[Page 91]]

    (3) Differences between the two sets of results, other than 
variations attributable to repeatability issues that cannot be 
explained, should be investigated.
    (4) The flight simulator should retain the ability to over-plot both 
automatic and manual validation test results with reference data.

                             End Information

________________________________________________________________________

                         Begin QPS Requirements

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

    a. Sponsors are not required to use the alternative data sources, 
procedures, and instrumentation. However, a sponsor may choose to use 
one or more of the alternative sources, procedures, and instrumentation 
described in Table A2E.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    b. It has become standard practice for experienced simulator 
manufacturers to use modeling techniques to establish data bases for new 
simulator configurations while awaiting the availability of actual 
flight test data. The data generated from the aerodynamic modeling 
techniques is then compared to the flight test data when it becomes 
available. The results of such comparisons have become increasingly 
consistent, indicating that these techniques, applied with the 
appropriate experience, are dependable and accurate for the development 
of aerodynamic models for use in Level A and Level B simulators.
    c. Based on this history of successful comparisons, the NSPM has 
concluded that those who are experienced in the development of 
aerodynamic models may use modeling techniques to alter the method for 
acquiring flight test data for Level A or Level B simulators.
    d. The information in Table A2E (Alternative Data Sources, 
Procedures, and Instrumentation) is presented to describe an acceptable 
alternative to data sources for simulator modeling and validation and an 
acceptable alternative to the procedures and instrumentation 
traditionally used to gather such modeling and validation data.
    (1) Alternative data sources that may be used for part or all of a 
data requirement are the Airplane Maintenance Manual, the Airplane 
Flight Manual (AFM), Airplane Design Data, the Type Inspection Report 
(TIR), Certification Data or acceptable supplemental flight test data.
    (2) The sponsor should coordinate with the NSPM prior to using 
alternative data sources in a flight test or data gathering effort.
    e. The NSPM position regarding the use of these alternative data 
sources, procedures, and instrumentation is based on the following 
presumptions:
    (1) Data gathered through the alternative means does not require 
angle of attack (AOA) measurements or control surface position 
measurements for any flight test. However, AOA can be sufficiently 
derived if the flight test program ensures the collection of acceptable 
level, unaccelerated, trimmed flight data. All of the simulator time 
history tests that begin in level, unaccelerated, and trimmed flight, 
including the three basic trim tests and ``fly-by'' trims, can be a 
successful validation of angle of attack by comparison with flight test 
pitch angle. (Note: Due to the criticality of angle of attack in the 
development of the ground effects model, particularly critical for 
normal landings and landings involving cross-control input applicable to 
Level B simulators, stable ``fly-by'' trim data will be the acceptable 
norm for normal and cross-control input landing objective data for these 
applications.)
    (2) The use of a rigorously defined and fully mature simulation 
controls system model that includes accurate gearing and cable stretch 
characteristics (where applicable), determined from actual aircraft 
measurements. Such a model does not require control surface position 
measurements in the flight test objective data in these limited 
applications.
    f. The sponsor is urged to contact the NSPM for clarification of any 
issue regarding airplanes with reversible control systems. Table A2E is 
not applicable to Computer Controlled Aircraft FFSs.
    g. Utilization of these alternate data sources, procedures, and 
instrumentation (Table A2E) does not relieve the sponsor from compliance 
with the balance of the information contained in this document relative 
to Level A or Level B FFSs.
    h. The term ``inertial measurement system'' is used in the following 
table to include the use of a functional global positioning system 
(GPS).
    i. Synchronized video for the use of alternative data sources, 
procedures, and instrumentation should have:
    (1) Sufficient resolution to allow magnification of the display to 
make appropriate measurement and comparisons; and
    (2) Sufficient size and incremental marking to allow similar 
measurement and comparison. The detail provided by the video should 
provide sufficient clarity and accuracy to measure the necessary 
parameter(s) to at least \1/2\ of the tolerance authorized for the 
specific test being conducted and allow

[[Page 92]]

an integration of the parameter(s) in question to obtain a rate of 
change.

                             End Information

________________________________________________________________________

                      Table A2E--Alternative Data Sources, Procedures, and Instrumentation
----------------------------------------------------------------------------------------------------------------
   QPS REQUIREMENTS  The standards in this table are required if the data gathering            Information
             methods described in paragraph 9 of  Appendix A are not used.             -------------------------
---------------------------------------------------------------------------------------
       Table of objective tests            Sim level       Alternative data sources,
--------------------------------------------------------        procedures, and                   Notes
     Test entry number and title          A        B            instrumentation
----------------------------------------------------------------------------------------------------------------
1.a.1. Performance. Taxi. Minimum           X        X   TIR, AFM, or Design data may
 Radius turn.                                             be used.
----------------------------------------------------------------------------------------------------------------
1.a.2. Performance. Taxi Rate of Turn                X   Data may be acquired by using  A single procedure may
 vs. Nosewheel Steering Angle.                            a constant tiller position,    not be adequate for all
                                                          measured with a protractor     airplane steering
                                                          or full rudder pedal           systems, therefore
                                                          application for steady state   appropriate measurement
                                                          turn, and synchronized video   procedures must be
                                                          of heading indicator. If       devised and proposed
                                                          less than full rudder pedal    for NSPM concurrence.
                                                          is used, pedal position must
                                                          be recorded.
----------------------------------------------------------------------------------------------------------------
1.b.1. Performance. Takeoff. Ground         X        X   Preliminary certification
 Acceleration Time and Distance.                          data may be used. Data may
                                                          be acquired by using a stop
                                                          watch, calibrated airspeed,
                                                          and runway markers during a
                                                          takeoff with power set
                                                          before brake release. Power
                                                          settings may be hand
                                                          recorded. If an inertial
                                                          measurement system is
                                                          installed, speed and
                                                          distance may be derived from
                                                          acceleration measurements.
----------------------------------------------------------------------------------------------------------------
1.b.2. Performance. Takeoff. Minimum        X        X   Data may be acquired by using  Rapid throttle
 Control Speed--ground (Vmcg) using                       an inertial measurement        reductions at speeds
 aerodynamic controls only (per                           system and a synchronized      near Vmcg may be used
 applicable airworthiness standard)                       video of calibrated airplane   while recording
 or low speed, engine inoperative                         instruments and force/         appropriate parameters.
 ground control characteristics.                          position measurements of       The nosewheel must be
                                                          flight deck controls.          free to caster, or
                                                                                         equivalently freed of
                                                                                         sideforce generation.
----------------------------------------------------------------------------------------------------------------
1.b.3. Performance. Takeoff. Minimum        X        X   Data may be acquired by using
 Unstick Speed (Vmu) or equivalent                        an inertial measurement
 test to demonstrate early rotation                       system and a synchronized
 takeoff characteristics.                                 video of calibrated airplane
                                                          instruments and the force/
                                                          position measurements of
                                                          flight deck controls.
----------------------------------------------------------------------------------------------------------------
1.b.4. Performance. Takeoff. Normal         X        X   Data may be acquired by using
 Takeoff.                                                 an inertial measurement
                                                          system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls. AOA
                                                          can be calculated from pitch
                                                          attitude and flight path.
----------------------------------------------------------------------------------------------------------------
1.b.5. Performance. Takeoff. Critical       X        X   Data may be acquired by using  Record airplane dynamic
 Engine Failure during Takeoff.                           an inertial measurement        response to engine
                                                          system and a synchronized      failure and control
                                                          video of calibrated airplane   inputs required to
                                                          instruments and force/         correct flight path.
                                                          position measurements of
                                                          flight deck controls.
----------------------------------------------------------------------------------------------------------------
1.b.6. Performance. Takeoff.                X        X   Data may be acquired by using  The ``1:7 law'' to 100
 Crosswind Takeoff.                                       an inertial measurement        feet (30 meters) is an
                                                          system and a synchronized      acceptable wind
                                                          video of calibrated airplane   profile.
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls.
----------------------------------------------------------------------------------------------------------------

[[Page 93]]

 
1.b.7. Performance. Takeoff. Rejected       X        X   Data may be acquired with a
 Takeoff.                                                 synchronized video of
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and distance (e.g., runway
                                                          markers). A stop watch is
                                                          required..
----------------------------------------------------------------------------------------------------------------
1.c. 1. Performance. Climb. Normal          X        X   Data may be acquired with a
 Climb all engines operating..                            synchronized video of
                                                          calibrated airplane
                                                          instruments and engine power
                                                          throughout the climb range.
----------------------------------------------------------------------------------------------------------------
1.c.2. Performance. Climb. One engine       X        X   Data may be acquired with a
 Inoperative Climb.                                       synchronized video of
                                                          calibrated airplane
                                                          instruments and engine power
                                                          throughout the climb range.
----------------------------------------------------------------------------------------------------------------
1.c.4. Performance. Climb. One Engine       X        X   Data may be acquired with a
 Inoperative Approach Climb (if                           synchronized video of
 operations in icing conditions are                       calibrated airplane
 authorized).                                             instruments and engine power
                                                          throughout the climb range.
----------------------------------------------------------------------------------------------------------------
1.d.1. Cruise/Descent. Level flight         X        X   Data may be acquired with a
 acceleration..                                           synchronized video of
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and elapsed time.
----------------------------------------------------------------------------------------------------------------
1.d.2. Cruise/Descent. Level flight         X        X   Data may be acquired with a
 deceleration..                                           synchronized video of
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and elapsed time.
1.d.4. Cruise/Descent. Idle descent..       X        X   Data may be acquired with a
                                                          synchronized video of
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and elapsed time.
----------------------------------------------------------------------------------------------------------------
1.d.5. Cruise/Descent. Emergency            X        X   Data may be acquired with a
 Descent.                                                 synchronized video of
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and elapsed time.
----------------------------------------------------------------------------------------------------------------
1.e.1. Performance. Stopping.               X        X   Data may be acquired during
 Deceleration time and distance,                          landing tests using a stop
 using manual application of wheel                        watch, runway markers, and a
 brakes and no reverse thrust on a                        synchronized video of
 dry runway.                                              calibrated airplane
                                                          instruments, thrust lever
                                                          position and the pertinent
                                                          parameters of engine power.
----------------------------------------------------------------------------------------------------------------
1.e.2. Performance. Ground.                 X        X   Data may be acquired during
 Deceleration Time and Distance,                          landing tests using a stop
 using reverse thrust and no wheel                        watch, runway markers, and a
 brakes.                                                  synchronized video of
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position and pertinent
                                                          parameters of engine power.
----------------------------------------------------------------------------------------------------------------
1.f.1. Performance. Engines.                X        X   Data may be acquired with a
 Acceleration.                                            synchronized video recording
                                                          of engine instruments and
                                                          throttle position.
----------------------------------------------------------------------------------------------------------------
1.f.2. Performance. Engines.                X        X   Data may be acquired with a
 Deceleration.                                            synchronized video recording
                                                          of engine instruments and
                                                          throttle position.
----------------------------------------------------------------------------------------------------------------

[[Page 94]]

 
2.a.1.a. Handling Qualities. Static         X        X   Surface position data may be   For airplanes with
 Control Checks. Pitch Controller                         acquired from flight data      reversible control
 Position vs. Force and Surface                           recorder (FDR) sensor or, if   systems, surface
 Position Calibration.                                    no FDR sensor, at selected,    position data
                                                          significant column positions   acquisition should be
                                                          (encompassing significant      accomplished with winds
                                                          column position data           less than 5 kts.
                                                          points), acceptable to the
                                                          NSPM, using a control
                                                          surface protractor on the
                                                          ground. Force data may be
                                                          acquired by using a hand
                                                          held force gauge at the same
                                                          column position data points.
----------------------------------------------------------------------------------------------------------------
2.a.2.a. Handling Qualities. Static         X        X   Surface position data may be   For airplanes with
 Control Checks. Roll Controller                          acquired from flight data      reversible control
 Position vs. Force and Surface                           recorder (FDR) sensor or, if   systems, surface
 Position Calibration.                                    no FDR sensor, at selected,    position data
                                                          significant wheel positions    acquisition should be
                                                          (encompassing significant      accomplished with winds
                                                          wheel position data points),   less than 5 kts.
                                                          acceptable to the NSPM,
                                                          using a control surface
                                                          protractor on the ground.
                                                          Force data may be acquired
                                                          by using a hand held force
                                                          gauge at the same wheel
                                                          position data points.
----------------------------------------------------------------------------------------------------------------
2.a.3.a. Handling Qualities. Static         X        X   Surface position data may be   For airplanes with
 Control Checks. Rudder Pedal                             acquired from flight data      reversible control
 Position vs. Force and Surface                           recorder (FDR) sensor or, if   systems, surface
 Position Calibration.                                    no FDR sensor, at selected,    position data
                                                          significant rudder pedal       acquisition should be
                                                          positions (encompassing        accomplished with winds
                                                          significant rudder pedal       less than 5 kts.
                                                          position data points),
                                                          acceptable to the NSPM,
                                                          using a control surface
                                                          protractor on the ground.
                                                          Force data may be acquired
                                                          by using a hand held force
                                                          gauge at the same rudder
                                                          pedal position data points.
----------------------------------------------------------------------------------------------------------------
2.a.4. Handling Qualities. Static           X        X   Breakout data may be acquired
 Control Checks. Nosewheel Steering                       with a hand held force
 Controller Force and Position.                           gauge. The remainder of the
                                                          force to the stops may be
                                                          calculated if the force
                                                          gauge and a protractor are
                                                          used to measure force after
                                                          breakout for at least 25% of
                                                          the total displacement
                                                          capability.
----------------------------------------------------------------------------------------------------------------
2.a.5. Handling Qualities. Static           X        X   Data may be acquired through
 Control Checks. Rudder Pedal                             the use of force pads on the
 Steering Calibration.                                    rudder pedals and a pedal
                                                          position measurement device,
                                                          together with design data
                                                          for nosewheel position.
----------------------------------------------------------------------------------------------------------------
2.a.6. Handling Qualities. Static           X        X   Data may be acquired through
 Control Checks. Pitch Trim Indicator                     calculations.
 vs. Surface Position Calibration.
----------------------------------------------------------------------------------------------------------------
2.a.7. Handling qualities. Static           X        X   Data may be acquired by using
 control tests. Pitch trim rate.                          a synchronized video of
                                                          pitch trim indication and
                                                          elapsed time through range
                                                          of trim indication.
----------------------------------------------------------------------------------------------------------------
2.a.8. Handling Qualities. Static           X        X   Data may be acquired through
 Control tests. Alignment of Flight                       the use of a temporary
 deck Throttle Lever Angle vs.                            throttle quadrant scale to
 Selected engine parameter.                               document throttle position.
                                                          Use a synchronized video to
                                                          record steady state
                                                          instrument readings or hand-
                                                          record steady state engine
                                                          performance readings.
----------------------------------------------------------------------------------------------------------------

[[Page 95]]

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

[[Page 96]]

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

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


[[Page 98]]

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                         Begin QPS Requirements

                             1. Requirements

    a. Except for special use airport models, described as Class III, 
all airport models required by this part must be representations of 
real-world, operational airports or representations of fictional 
airports and must meet the requirements set out in Tables A3B or A3C of 
this attachment, as appropriate.
    b. If fictional airports are used, the sponsor must ensure that 
navigational aids and all appropriate maps, charts, and other 
navigational reference material for the fictional airports (and 
surrounding areas as necessary) are compatible, complete, and accurate 
with respect to the visual presentation of the airport model of this 
fictional airport. An SOC must be submitted that addresses navigation 
aid installation and performance and other criteria (including 
obstruction clearance protection) for all instrument approaches to the 
fictional airports that are available in the simulator. The SOC must 
reference and account for information in the terminal instrument 
procedures manual and the construction and availability of the required 
maps, charts, and other navigational material. This material must be 
clearly marked ``for training purposes only.''
    c. When the simulator is being used by an instructor or evaluator 
for purposes of training, checking, or testing under this chapter, only 
airport models classified as Class I, Class II, or Class III may be used 
by the instructor or evaluator. Detailed descriptions/definitions of 
these classifications are found in Appendix F of this part.
    d. When a person sponsors an FFS maintained by a person other than a 
U.S. certificate holder, the sponsor is accountable for that FFS 
originally meeting, and continuing to meet, the criteria under which it 
was originally qualified and the appropriate Part 60 criteria, including 
the airport models that may be used by instructors or evaluators for 
purposes of training, checking, or testing under this chapter.
    e. Neither Class II nor Class III airport visual models are required 
to appear on the SOQ, and the method used for keeping instructors and 
evaluators apprised of the airport models that meet Class II or Class 
III requirements on any given simulator is at the option of the sponsor, 
but the method used must be available for review by the TPAA.
    f. When an airport model represents a real world airport and a 
permanent change is made to that real world airport (e.g., a new runway, 
an extended taxiway, a new lighting system, a runway closure) without a 
written extension grant from the NSPM (described in paragraph 1.g. of 
this section), an update to that airport model must be made in 
accordance with the following time limits:
    (1) For a new airport runway, a runway extension, a new airport 
taxiway, a taxiway extension, or a runway/taxiway closure--within 90 
days of the opening for use of the new airport runway, runway extension, 
new airport taxiway, or taxiway extension; or within 90 days of the 
closure of the runway or taxiway.
    (2) For a new or modified approach light system--within 45 days of 
the activation of the new or modified approach light system.
    (3) For other facility or structural changes on the airport (e.g., 
new terminal, relocation of Air Traffic Control Tower)--within 180 days 
of the opening of the new or changed facility or structure.
    g. If a sponsor desires an extension to the time limit for an update 
to a visual scene or airport model or has an objection to what must be 
updated in the specific airport model requirement, the sponsor must 
provide a written extension request to the NSPM stating the reason for 
the update delay and a proposed completion date, or explain why the 
update is not necessary (i.e., why the identified airport change will 
not have an impact on flight training, testing, or checking). A copy of 
this request or objection must also be sent to the POI/TCPM. The NSPM 
will send the official response to the sponsor and a copy to the POI/
TCPM. If there is an objection, after consultation with the appropriate 
POI/TCPM regarding the training, testing, or checking impact, the NSPM 
will send the official response to the sponsor and a copy to the POI/
TCPM.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

                              2. Discussion

    a. The subjective tests provide a basis for evaluating the 
capability of the simulator to perform over a typical utilization 
period; determining that the simulator accurately simulates each 
required maneuver, procedure, or task; and verifying correct operation 
of the simulator controls, instruments, and systems. The items listed in 
the following Tables are for simulator evaluation purposes only. They 
may not be used to limit or exceed the authorizations for use of a given 
level of simulator, as described on the SOQ, or as approved by the TPAA.
    b. The tests in Table A3A, Operations Tasks, in this attachment, 
address pilot functions, including maneuvers and procedures (called 
flight tasks), and are divided by

[[Page 99]]

flight phases. The performance of these tasks by the NSPM includes an 
operational examination of the visual system and special effects. There 
are flight tasks included to address some features of advanced 
technology airplanes and innovative training programs. For example, 
``high angle-of-attack maneuvering'' is included to provide a required 
alternative to ``approach to stalls'' for airplanes employing flight 
envelope protection functions.
    c. The tests in Table A3A, Operations Tasks, and Table A3G, 
Instructor Operating Station of this attachment, address the overall 
function and control of the simulator including the various simulated 
environmental conditions; simulated airplane system operations (normal, 
abnormal, and emergency); visual system displays; and special effects 
necessary to meet flight crew training, evaluation, or flight experience 
requirements.
    d. All simulated airplane systems functions will be assessed for 
normal and, where appropriate, alternate operations. Normal, abnormal, 
and emergency operations associated with a flight phase will be assessed 
during the evaluation of flight tasks or events within that flight 
phase. Simulated airplane systems are listed separately under ``Any 
Flight Phase'' to ensure appropriate attention to systems checks. 
Operational navigation systems (including inertial navigation systems, 
global positioning systems, or other long-range systems) and the 
associated electronic display systems will be evaluated if installed. 
The NSP pilot will include in his report to the TPAA, the effect of the 
system operation and any system limitation.
    e. Simulators demonstrating a satisfactory circling approach will be 
qualified for the circling approach maneuver and may be approved for 
such use by the TPAA in the sponsor's FAA-approved flight training 
program. To be considered satisfactory, the circling approach will be 
flown at maximum gross weight for landing, with minimum visibility for 
the airplane approach category, and must allow proper alignment with a 
landing runway at least 90[deg] different from the instrument approach 
course while allowing the pilot to keep an identifiable portion of the 
airport in sight throughout the maneuver (reference--14 CFR 91.175(e)).
    f. At the request of the TPAA, the NSPM may assess a device to 
determine if it is capable of simulating certain training activities in 
a sponsor's training program, such as a portion of a Line Oriented 
Flight Training (LOFT) scenario. Unless directly related to a 
requirement for the qualification level, the results of such an 
evaluation would not affect the qualification level of the simulator. 
However, if the NSPM determines that the simulator does not accurately 
simulate that training activity, the simulator would not be approved for 
that training activity.
    g. The FAA intends to allow the use of Class III airport models when 
the sponsor provides the TPAA (or other regulatory authority) an 
appropriate analysis of the skills, knowledge, and abilities (SKAs) 
necessary for competent performance of the tasks in which this 
particular media element is used. The analysis should describe the 
ability of the FFS/visual media to provide an adequate environment in 
which the required SKAs are satisfactorily performed and learned. The 
analysis should also include the specific media element, such as the 
airport model. Additional sources of information on the conduct of task 
and capability analysis may be found on the FAA's Advanced Qualification 
Program (AQP) Web site at: http://www.faa.gov/education--research/
training/aqp/.
    h. The TPAA may accept Class III airport models without individual 
observation provided the sponsor provides the TPAA with an acceptable 
description of the process for determining the acceptability of a 
specific airport model, outlines the conditions under which such an 
airport model may be used, and adequately describes what restrictions 
will be applied to each resulting airport or landing area model. 
Examples of situations that may warrant Class--III model designation by 
the TPAA include the following:
    (a) Training, testing, or checking on very low visibility 
operations, including SMGCS operations.
    (b) Instrument operations training (including instrument takeoff, 
departure, arrival, approach, and missed approach training, testing, or 
checking) using--
    (i) A specific model that has been geographically ``moved'' to a 
different location and aligned with an instrument procedure for another 
airport.
    (ii) A model that does not match changes made at the real-world 
airport (or landing area for helicopters) being modeled.
    (iii) A model generated with an ``off-board'' or an ``on-board'' 
model development tool (by providing proper latitude/longitude 
reference; correct runway or landing area orientation, length, width, 
marking, and lighting information; and appropriate adjacent taxiway 
location) to generate a facsimile of a real world airport or landing 
area.
    i. Previously qualified simulators with certain early generation 
Computer Generated Image (CGI) visual systems, are limited by the 
capability of the Image Generator or the display system used. These 
systems are:
    (1) Early CGI visual systems that are excepted from the requirement 
of including runway numbers as a part of the specific runway marking 
requirements are:
    (a) Link NVS and DNVS.
    (b) Novoview 2500 and 6000.
    (c) FlightSafety VITAL series up to, and including, VITAL III, but 
not beyond.
    (d) Redifusion SP1, SP1T, and SP2.

[[Page 100]]

    (2) Early CGI visual systems are excepted from the requirement of 
including runway numbers unless the runways are used for LOFT training 
sessions. These LOFT airport models require runway numbers but only for 
the specific runway end (one direction) used in the LOFT session. The 
systems required to display runway numbers only for LOFT scenes are:
    (a) FlightSafety VITAL IV.
    (b) Redifusion SP3 and SP3T.
    (c) Link-Miles Image II.
    (3) The following list of previously qualified CGI and display 
systems are incapable of generating blue lights. These systems are not 
required to have accurate taxi-way edge lighting:
    (a) Redifusion SP1.
    (b) FlightSafety Vital IV.
    (c) Link-Miles Image II and Image IIT
    (d) XKD displays (even though the XKD image generator is capable of 
generating blue colored lights, the display cannot accommodate that 
color).

                             End Information

________________________________________________________________________

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

[[Page 101]]

 
        3.a.8...............................  Contaminated runway operation.................   X    X
----------------------------------------------------------------------------------------------------------------
    3.b.....................................  Abnormal/emergency
----------------------------------------------------------------------------------------------------------------
        3.b.1...............................  Rejected Take-off.............................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        3.b.2...............................  Rejected special performance (e.g., reduced      X    X    X    X
                                               V1, max de-rate, short field operations).
----------------------------------------------------------------------------------------------------------------
        3.b.3...............................  Takeoff with a propulsion system malfunction     X    X    X    X
                                               (allowing an analysis of causes, symptoms,
                                               recognition, and the effects on aircraft
                                               performance and handling) at the following
                                               points: ..
                                              (i) Prior to V1 decision speed................
                                              (ii) Between V1 and Vr (rotation speed).......
                                              (iii) Between Vr and 500 feet above ground
                                               level.
----------------------------------------------------------------------------------------------------------------
        3.b.4...............................  With wind shear...............................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        3.b.5...............................  Flight control system failures,                  X    X    X    X
                                               reconfiguration modes, manual reversion and
                                               associated handling.
----------------------------------------------------------------------------------------------------------------
        3.b.6...............................  Rejected takeoff with brake fade..............   X    X
----------------------------------------------------------------------------------------------------------------
        3.b.7...............................  Rejected, contaminated runway.................   X    X
----------------------------------------------------------------------------------------------------------------
4...........................................  Climb.
----------------------------------------------------------------------------------------------------------------
    4.a.....................................  Normal........................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    4.b.....................................  One or more engines inoperative...............   X    X    X    X
----------------------------------------------------------------------------------------------------------------
5...........................................  Cruise
----------------------------------------------------------------------------------------------------------------
    5.a.....................................  Performance characteristics (speed vs. power).   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    5.b.....................................  High altitude handling........................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    5.c.....................................  High Mach number handling (Mach tuck, Mach       X    X    X    X
                                               buffet) and recovery (trim change).
----------------------------------------------------------------------------------------------------------------
    5.d.....................................  Overspeed warning (in excess of Vmo or Mmo)...   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    5.e.....................................  High IAS handling.............................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
6...........................................  Maneuvers
----------------------------------------------------------------------------------------------------------------
    6.a.....................................  High angle of attack, approach to stalls,        X    X    X    X
                                               stall warning, buffet, and g-break (take-off,
                                               cruise, approach, and landing configuration).
----------------------------------------------------------------------------------------------------------------
    6.b.....................................  Flight envelope protection (high angle of        X    X    X    X
                                               attack, bank limit, overspeed, etc.).
----------------------------------------------------------------------------------------------------------------
    6.c.....................................  Turns with/without speedbrake/spoilers           X    X    X    X
                                               deployed.
----------------------------------------------------------------------------------------------------------------
    6.d.....................................  Normal and steep turns........................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    6.e.....................................  In flight engine shutdown and restart            X    X    X    X
                                               (assisted and windmill).
----------------------------------------------------------------------------------------------------------------
    6.f.....................................  Maneuvering with one or more engines             X    X    X    X
                                               inoperative, as appropriate.
----------------------------------------------------------------------------------------------------------------
    6.g.....................................  Specific flight characteristics (e.g., direct    X    X    X    X
                                               lift control).
----------------------------------------------------------------------------------------------------------------
    6.h.....................................  Flight control system failures,                  X    X    X    X
                                               reconfiguration modes, manual reversion and
                                               associated handling.
----------------------------------------------------------------------------------------------------------------
7...........................................  Descent.
----------------------------------------------------------------------------------------------------------------
    7.a.....................................  Normal........................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    7.b.....................................  Maximum rate (clean and with speedbrake, etc.)   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    7.c.....................................  With autopilot................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------

[[Page 102]]

 
    7.d.....................................  Flight control system failures,                  X    X    X    X
                                               reconfiguration modes, manual reversion and
                                               associated handling.
----------------------------------------------------------------------------------------------------------------
8...........................................  Instrument Approaches and Landing. Those instrument approach and
                                               landing tests relevant to the simulated airplane type are
                                               selected from the following list. Some tests are made with
                                               limiting wind velocities, under wind shear conditions, and with
                                               relevant system failures, including the failure of the Flight
                                               Director. If Standard Operating Procedures allow use autopilot
                                               for non-precision approaches, evaluation of the autopilot will be
                                               included. Level A simulators are not authorized to credit the
                                               landing maneuver
----------------------------------------------------------------------------------------------------------------
    8.a.....................................  Precision.....................................
----------------------------------------------------------------------------------------------------------------
        8.a.1...............................  PAR...........................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        8.a.2...............................  CAT I/GBAS (ILS/MLS) published approaches.....   X    X    X    X
----------------------------------------------------------------------------------------------------------------
                                              (i) Manual approach with/without flight          X    X    X    X
                                               director including landing.
                                              (ii) Autopilot/autothrottle coupled approach     X    X    X    X
                                               and manual landing.
                                              (iii) Manual approach to DH and go-around all    X    X    X    X
                                               engines.
                                              (iv) Manual one engine out approach to DH and    X    X    X    X
                                               go-around.
                                              (v) Manual approach controlled with and          X    X    X    X
                                               without flight director to 30 m (100 ft)
                                               below CAT I minima.
                                                A. With cross-wind (maximum demonstrated)...   X    X    X    X
                                                B. With windshear...........................   X    X    X    X
                                              (vi) Autopilot/autothrottle coupled approach,    X    X    X    X
                                               one engine out to DH and go-around.
                                              (vii) Approach and landing with minimum/         X    X    X    X
                                               standby electrical power.
----------------------------------------------------------------------------------------------------------------
        8.a.3...............................  CAT II/GBAS (ILS/MLS) published approaches....   X    X    X    X
----------------------------------------------------------------------------------------------------------------
                                              (i) Autopilot/autothrottle coupled approach to   X    X    X    X
                                               DH and landing.
                                              (ii) Autopilot/autothrottle coupled approach     X    X    X    X
                                               to DH and go-around.
                                              (iii) Autocoupled approach to DH and manual go-  X    X    X    X
                                               around.
                                              (iv) Category II published approach              X    X    X    X
                                               (autocoupled, autothrottle).
----------------------------------------------------------------------------------------------------------------
        8.a.4...............................  CAT III/GBAS (ILS/MLS) published approaches...   X    X    X    X
----------------------------------------------------------------------------------------------------------------
                                              (i) Autopilot/autothrottle coupled approach to   X    X    X    X
                                               land and rollout.
                                              (ii) Autopilot/autothrottle coupled approach     X    X    X    X
                                               to DH/Alert Height and go-around.
                                              (iii) Autopilot/autothrottle coupled approach    X    X    X    X
                                               to land and rollout with one engine out.
                                              (iv) Autopilot/autothrottle coupled approach     X    X    X    X
                                               to DH/Alert Height and go-around with one
                                               engine out.
                                              (v) Autopilot/autothrottle coupled approach      X    X    X    X
                                               (to land or to go around).
                                                A. With generator failure...................   X    X    X    X
                                                B. With 10 knot tail wind...................   X    X    X    X
                                                C. With 10 knot crosswind...................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    8.b.....................................  Non-precision
----------------------------------------------------------------------------------------------------------------
        8.b.1...............................  NDB...........................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        8.b.2...............................  VOR, VOR/DME, VOR/TAC.........................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        8.b.3...............................  RNAV (GNSS/GPS)...............................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        8.b.4...............................  ILS LLZ (LOC), LLZ (LOC)/BC...................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        8.b.5...............................  ILS offset localizer..........................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        8.b.6...............................  Direction finding facility (ADF/SDF)..........   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        8.b.7...............................  Airport surveillance radar (ASR)..............   X    X    X    X
----------------------------------------------------------------------------------------------------------------
9...........................................  Visual Approaches (Visual Segment) and Landings. Flight simulators
                                               with visual systems, which permit completing a special approach
                                               procedure in accordance with applicable regulations, may be
                                               approved for that particular approach procedure
----------------------------------------------------------------------------------------------------------------
    9.a.....................................  Maneuvering, normal approach and landing, all    X    X    X    X
                                               engines operating with and without visual
                                               approach aid guidance.
----------------------------------------------------------------------------------------------------------------
    9.b.....................................  Approach and landing with one or more engines    X    X    X    X
                                               inoperative.
----------------------------------------------------------------------------------------------------------------

[[Page 103]]

 
    9.c.....................................  Operation of landing gear, flap/slats and        X    X    X    X
                                               speedbrakes (normal and abnormal).
----------------------------------------------------------------------------------------------------------------
    9.d.....................................  Approach and landing with crosswind (max.        X    X    X    X
                                               demonstrated).
----------------------------------------------------------------------------------------------------------------
    9.e.....................................  Approach to land with wind shear on approach..   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    9.f.....................................  Approach and landing with flight control         X    X    X    X
                                               system failures, reconfiguration modes,
                                               manual reversion and associated handling
                                               (most significant degradation which is
                                               probable).
----------------------------------------------------------------------------------------------------------------
    9.g.....................................  Approach and landing with trim malfunctions...   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        9.g.1...............................  Longitudinal trim malfunction.................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        9.g.2...............................  Lateral-directional trim malfunction..........   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    9.h.....................................  Approach and landing with standby (minimum)      X    X    X    X
                                               electrical/hydraulic power.
----------------------------------------------------------------------------------------------------------------
    9.i.....................................  Approach and landing from circling conditions    X    X    X    X
                                               (circling approach).
----------------------------------------------------------------------------------------------------------------
    9.j.....................................  Approach and landing from visual traffic         X    X    X    X
                                               pattern.
----------------------------------------------------------------------------------------------------------------
    9.k.....................................  Approach and landing from non-precision          X    X    X    X
                                               approach.
----------------------------------------------------------------------------------------------------------------
    9.l.....................................  Approach and landing from precision approach..   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    9.m.....................................  Approach procedures with vertical guidance       X    X    X    X
                                               (APV), e.g., SBAS.
----------------------------------------------------------------------------------------------------------------
10..........................................  Missed Approach
----------------------------------------------------------------------------------------------------------------
    10.a....................................  All engines...................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    10.b....................................  One or more engine(s) out.....................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    10.c....................................  With flight control system failures,             X    X    X    X
                                               reconfiguration modes, manual reversion and
                                               associated handling.
----------------------------------------------------------------------------------------------------------------
11..........................................  Surface Operations (Landing roll and taxi).
----------------------------------------------------------------------------------------------------------------
    11.a....................................  Spoiler operation.............................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    11.b....................................  Reverse thrust operation......................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    11.c....................................  Directional control and ground handling, both    X    X    X
                                               with and without reverse thrust.
----------------------------------------------------------------------------------------------------------------
    11.d....................................  Reduction of rudder effectiveness with           X    X    X
                                               increased reverse thrust (rear pod-mounted
                                               engines).
----------------------------------------------------------------------------------------------------------------
    11.e....................................  Brake and anti-skid operation with dry, patchy   X    X
                                               wet, wet on rubber residue, and patchy icy
                                               conditions.
----------------------------------------------------------------------------------------------------------------
    11.f....................................  Brake operation, to include auto-braking         X    X    X    X
                                               system where applicable.
----------------------------------------------------------------------------------------------------------------
12..........................................  Any Flight Phase.
----------------------------------------------------------------------------------------------------------------
    12.a....................................  Airplane and engine systems operation.........
----------------------------------------------------------------------------------------------------------------
        12.a.1..............................  Air conditioning and pressurization (ECS).....   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.2..............................  De-icing/anti-icing...........................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.3..............................  Auxiliary power unit (APU)....................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.4..............................  Communications................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.5..............................  Electrical....................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.6..............................  Fire and smoke detection and suppression......   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.7..............................  Flight controls (primary and secondary).......   X    X    X    X
----------------------------------------------------------------------------------------------------------------

[[Page 104]]

 
        12.a.8..............................  Fuel and oil, hydraulic and pneumatic.........   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.9..............................  Landing gear..................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.10.............................  Oxygen........................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.11.............................  Engine........................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.12.............................  Airborne radar................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.13.............................  Autopilot and Flight Director.................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.14.............................  Collision avoidance systems. (e.g., (E)GPWS,     X    X    X    X
                                               TCAS).
----------------------------------------------------------------------------------------------------------------
        12.a.15.............................  Flight control computers including stability     X    X    X    X
                                               and control augmentation.
----------------------------------------------------------------------------------------------------------------
        12.a.16.............................  Flight display systems........................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.17.............................  Flight management computers...................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.18.............................  Head-up guidance, head-up displays............   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.19.............................  Navigation systems............................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.20.............................  Stall warning/avoidance.......................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.21.............................  Wind shear avoidance equipment................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.22.............................  Automatic landing aids........................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    12.b....................................  Airborne procedures
----------------------------------------------------------------------------------------------------------------
        12.b.1..............................  Holding.......................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.b.2..............................  Air hazard avoidance (traffic, weather).......   X    X
----------------------------------------------------------------------------------------------------------------
        12.b.3..............................  Wind shear....................................   X    X
----------------------------------------------------------------------------------------------------------------
        12.b.4..............................  Effects of airframe ice.......................   X    X
----------------------------------------------------------------------------------------------------------------
    12.c....................................  Engine shutdown and parking
----------------------------------------------------------------------------------------------------------------
        12.c.1..............................  Engine and systems operation..................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.c.2..............................  Parking brake operation.......................   X    X    X    X
----------------------------------------------------------------------------------------------------------------


                Table A3B--Functions and Subjective Tests
------------------------------------------------------------------------
                            QPS Requirements
-------------------------------------------------------------------------
                                                        Simulator level
     Entry No.       For qualification at the stated -------------------
                      level--Class I airport models    A    B    C    D
------------------------------------------------------------------------
This table specifies the minimum airport model content and functionality
 to qualify a simulator at the indicated level. This table applies only
 to the airport models required for simulator qualification; i.e., one
 airport model for Level A and Level B simulators; three airport models
 for Level C and Level D simulators.
------------------------------------------------------------------------
                         Begin QPS Requirements
------------------------------------------------------------------------
1.................  Functional test content requirements for Level A and
                     Level B simulators. The following is the minimum
                     airport model content requirement to satisfy visual
                     capability tests, and provides suitable visual cues
                     to allow completion of all functions and subjective
                     tests described in this attachment for simulators
                     at Levels A and B.
------------------------------------------------------------------------
    1.a...........  A minimum of one (1)               X    X
                     representative airport model.
                     This model identification must
                     be acceptable to the sponsor's
                     TPAA, selectable from the IOS,
                     and listed on the SOQ.
------------------------------------------------------------------------

[[Page 105]]

 
    1.b...........  The fidelity of the airport        X    X
                     model must be sufficient for
                     the aircrew to visually
                     identify the airport; determine
                     the position of the simulated
                     airplane within a night visual
                     scene; successfully accomplish
                     take-offs, approaches, and
                     landings; and maneuver around
                     the airport on the ground as
                     necessary.
------------------------------------------------------------------------
    1.c...........  Runways:........................   X    X
------------------------------------------------------------------------
        1.c.1.....  Visible runway number...........   X    X
------------------------------------------------------------------------
        1.c.2.....  Runway threshold elevations and    X    X
                     locations must be modeled to
                     provide sufficient correlation
                     with airplane systems (e.g.,
                     altimeter).
------------------------------------------------------------------------
        1.c.3.....  Runway surface and markings.....   X    X
------------------------------------------------------------------------
        1.c.4.....  Lighting for the runway in use     X    X
                     including runway edge and
                     centerline.
------------------------------------------------------------------------
        1.c.5.....  Lighting, visual approach aid      X    X
                     and approach lighting of
                     appropriate colors.
------------------------------------------------------------------------
        1.c.6.....  Representative taxiway lights...   X    X
------------------------------------------------------------------------
2.................  Functional test content requirements for Level C and
                     Level D simulators. The following is the minimum
                     airport model content requirement to satisfy visual
                     capability tests, and provide suitable visual cues
                     to allow completion of all functions and subjective
                     tests described in this attachment for simulators
                     at Levels C and D. Not all of the elements
                     described in this section must be found in a single
                     airport model. However, all of the elements
                     described in this section must be found throughout
                     a combination of the three (3) airport models
                     described in entry 2.a.
------------------------------------------------------------------------
    2.a...........  A minimum of three (3)                       X    X
                     representative airport models.
                     The model identifications must
                     be acceptable to the sponsor's
                     TPAA, selectable from the IOS,
                     and listed on the SOQ.
------------------------------------------------------------------------
        2.a.1.....  Night and Twilight (Dusk) scenes             X    X
                     required.
------------------------------------------------------------------------
        2.a.2.....  Daylight scenes required........                  X
------------------------------------------------------------------------
        2.b.......  Two parallel runways and one                 X    X
                     crossing runway, displayed
                     simultaneously; at least two of
                     the runways must be able to be
                     lighted fully and
                     simultaneously.
                    Note: This requirement may be
                     demonstrated at either a
                     fictional airport or a real-
                     world airport. However, if a
                     fictional airport is used, this
                     airport must be listed on the
                     SOQ.
------------------------------------------------------------------------
    2.c...........  Runway threshold elevations and              X    X
                     locations must be modeled to
                     provide sufficient correlation
                     with airplane systems (e.g.,
                     HGS, GPS, altimeter); slopes in
                     runways, taxiways, and ramp
                     areas must not cause
                     distracting or unrealistic
                     effects, including pilot eye-
                     point height variation.
------------------------------------------------------------------------
    2.d...........  Representative airport                       X    X
                     buildings, structures and
                     lighting.
------------------------------------------------------------------------
    2.e...........  At least one useable gate, at                X    X
                     the appropriate height
                     (required only for those
                     airplanes that typically
                     operate from terminal gates).
------------------------------------------------------------------------
    2.f...........  Representative moving and static             X    X
                     gate clutter (e.g., other
                     airplane, power carts, tugs,
                     fuel trucks, and additional
                     gates).
------------------------------------------------------------------------
    2.g...........  Representative gate/apron                    X    X
                     markings (e.g., hazard
                     markings, lead-in lines, gate
                     numbering) and lighting.
------------------------------------------------------------------------
    2.h...........  Representative runway markings,              X    X
                     lighting, and signage,
                     including a windsock that gives
                     appropriate wind cues.
------------------------------------------------------------------------
    2.i...........  Representative taxiway markings,             X    X
                     lighting, and signage necessary
                     for position identification,
                     and to taxi from parking to a
                     designated runway and return to
                     parking.
------------------------------------------------------------------------
    2.j...........  A low visibility taxi route                       X
                     (e.g., Surface Movement
                     Guidance Control System, follow-
                     me truck, daylight taxi lights)
                     must also be demonstrated.
------------------------------------------------------------------------
    2.k...........  Representative moving and static             X    X
                     ground traffic (e.g., vehicular
                     and airplane), including the
                     capability to present ground
                     hazards (e.g., another airplane
                     crossing the active runway).
------------------------------------------------------------------------

[[Page 106]]

 
    2.l...........  Representative moving airborne               X    X
                     traffic, including the
                     capability to present air
                     hazards (e.g., airborne traffic
                     on a possible collision course).
------------------------------------------------------------------------
    2.m...........  Representative depiction of                  X    X
                     terrain and obstacles as well
                     as significant and identifiable
                     natural and cultural features,
                     within 25 NM of the reference
                     airport.
------------------------------------------------------------------------
    2.n...........  Appropriate approach lighting                X    X
                     systems and airfield lighting
                     for a VFR circuit and landing,
                     non-precision approaches and
                     landings, and Category I, II
                     and III precision approaches
                     and landings.
------------------------------------------------------------------------
    2.o...........  Representative gate docking aids             X    X
                     or a marshaller.
------------------------------------------------------------------------
    2.p...........  Portrayal of physical                             X
                     relationships known to cause
                     landing illusions (e.g., short
                     runways, landing approaches
                     over water, uphill or downhill
                     runways, rising terrain on the
                     approach path).
                    This requirement may be met by a
                     SOC and a demonstration of two
                     landing illusions. The
                     illusions are not required to
                     be beyond the normal
                     operational capabilities of the
                     airplane being simulated. The
                     demonstrated illusions must be
                     available to the instructor or
                     check airman at the IOS for
                     training, testing, checking, or
                     experience activities.
------------------------------------------------------------------------
    2.q...........  Portrayal of runway surface                       X
                     contaminants, including runway
                     lighting reflections when wet
                     and partially obscured lights
                     when snow is present, or
                     suitable alternative effects.
------------------------------------------------------------------------
3.................  Airport model management. The following is the
                     minimum airport model management requirements for
                     simulators at Levels A, B, C, and D.
------------------------------------------------------------------------
    3.a...........  Runway and approach lighting       X    X    X    X
                     must fade into view in
                     accordance with the
                     environmental conditions set in
                     the simulator, and the distance
                     from the object.
------------------------------------------------------------------------
    3.b...........  The direction of strobe lights,    X    X    X    X
                     approach lights, runway edge
                     lights, visual landing aids,
                     runway centerline lights,
                     threshold lights, and touchdown
                     zone lights must be replicated.
------------------------------------------------------------------------
4.................  Visual feature recognition. The following is the
                     minimum distances at which runway features must be
                     visible for simulators at Levels A, B, C, and D.
                     Distances are measured from runway threshold to an
                     airplane aligned with the runway on an extended
                     3[deg] glide-slope in simulated meteorological
                     conditions that recreate the minimum distances for
                     visibility. For circling approaches, all tests
                     apply to the runway used for the initial approach
                     and to the runway of intended landing.
------------------------------------------------------------------------
    4.a...........  Runway definition, strobe          X    X    X    X
                     lights, approach lights, and
                     runway edge white lights from 5
                     sm (8 km) of the runway
                     threshold.
------------------------------------------------------------------------
    4.b...........  Visual Approach Aid lights (VASI             X    X
                     or PAPI) from 5 sm (8 km) of
                     the runway threshold.
------------------------------------------------------------------------
    4.c...........  Visual Approach Aid lights (VASI   X    X
                     or PAPI) from 3 sm (5 km) of
                     the runway threshold.
------------------------------------------------------------------------
    4.d...........  Runway centerline lights and       X    X    X    X
                     taxiway definition from 3 sm (5
                     km).
------------------------------------------------------------------------
    4.e...........  Threshold lights and touchdown     X    X    X    X
                     zone lights from 2 sm (3 km).
------------------------------------------------------------------------
    4.f...........  Runway markings within range of    X    X    X    X
                     landing lights for night scenes
                     as required by the surface
                     resolution test on day scenes.
------------------------------------------------------------------------
    4.g...........  For circling approaches, the       X    X    X    X
                     runway of intended landing and
                     associated lighting must fade
                     into view in a non-distracting
                     manner.
------------------------------------------------------------------------

[[Page 107]]

 
5.................  Airport model content. The following sets out the
                     minimum requirements for what must be provided in
                     an airport model and also identifies the other
                     aspects of the airport environment that must
                     correspond with that model for simulators at Levels
                     A, B, C, and D. For circling approaches, all tests
                     apply to the runway used for the initial approach
                     and to the runway of intended landing. If all
                     runways in an airport model used to meet the
                     requirements of this attachment are not designated
                     as ``in use,'' then the ``in use'' runways must be
                     listed on the SOQ (e.g., KORD, Rwys 9R, 14L, 22R).
                     Models of airports with more than one runway must
                     have all significant runways not ``in-use''
                     visually depicted for airport and runway
                     recognition purposes. The use of white or off white
                     light strings that identify the runway threshold,
                     edges, and ends for twilight and night scenes are
                     acceptable for this requirement. Rectangular
                     surface depictions are acceptable for daylight
                     scenes. A visual system's capabilities must be
                     balanced between providing airport models with an
                     accurate representation of the airport and a
                     realistic representation of the surrounding
                     environment. Airport model detail must be developed
                     using airport pictures, construction drawings and
                     maps, or other similar data, or developed in
                     accordance with published regulatory material;
                     however, this does not require that such models
                     contain details that are beyond the design
                     capability of the currently qualified visual
                     system. Only one ``primary'' taxi route from
                     parking to the runway end will be required for each
                     ``in-use'' runway.
------------------------------------------------------------------------
    5.a...........  The surface and markings for each ``in-use'' runway
                     must include the following:
------------------------------------------------------------------------
        5.a.1.....  Threshold markings..............   X    X    X    X
------------------------------------------------------------------------
        5.a.2.....  Runway numbers..................   X    X    X    X
------------------------------------------------------------------------
        5.a.3.....  Touchdown zone markings.........   X    X    X    X
------------------------------------------------------------------------
        5.a.4.....  Fixed distance markings.........   X    X    X    X
------------------------------------------------------------------------
        5.a.5.....  Edge markings...................   X    X    X    X
------------------------------------------------------------------------
        5.a.6.....  Centerline stripes..............   X    X    X    X
------------------------------------------------------------------------
    5.b...........  Each runway designated as an ``in-use'' runway must
                     include the following:
------------------------------------------------------------------------
        5.b.1.....  The lighting for each ``in-use'' runway must include
                     the following:
------------------------------------------------------------------------
                    (i) Threshold lights............   X    X    X    X
------------------------------------------------------------------------
                    (ii) Edge lights................   X    X    X    X
------------------------------------------------------------------------
                    (iii) End lights................   X    X    X    X
------------------------------------------------------------------------
                    (iv) Centerline lights, if         X    X    X    X
                     appropriate.
------------------------------------------------------------------------
                    (v) Touchdown zone lights, if      X    X    X    X
                     appropriate.
------------------------------------------------------------------------
                    (vi) Leadoff lights, if            X    X    X    X
                     appropriate.
------------------------------------------------------------------------
                    (vii) Appropriate visual landing   X    X    X    X
                     aid(s) for that runway.
------------------------------------------------------------------------
                    (viii) Appropriate approach        X    X    X    X
                     lighting system for that runway.
------------------------------------------------------------------------
        5.b.2.....  The taxiway surface and markings associated with
                     each ``in-use'' runway must include the following:
------------------------------------------------------------------------
                    (i) Edge........................   X    X    X    X
------------------------------------------------------------------------
                    (ii) Centerline.................   X    X    X    X
------------------------------------------------------------------------
                    (iii) Runway hold lines.........   X    X    X    X
------------------------------------------------------------------------
                    (iv) ILS critical area marking..   X    X    X    X
------------------------------------------------------------------------
        5.b.3.....  The taxiway lighting associated with each ``in-use''
                     runway must include the following:
------------------------------------------------------------------------
                    (i) Edge........................   X    X    X    X
------------------------------------------------------------------------
                    (ii) Centerline, if appropriate.   X    X    X    X
------------------------------------------------------------------------
                    (iii) Runway hold and ILS          X    X    X    X
                     critical area lights.
------------------------------------------------------------------------

[[Page 108]]

 
                    (iv) Edge lights of correct                  X    X
                     color.
------------------------------------------------------------------------
        5.b.4.....  Airport signage associated with each ``in-use''
                     runway must include the following:
------------------------------------------------------------------------
                    (i) Distance remaining signs, if   X    X    X    X
                     appropriate.
------------------------------------------------------------------------
                    (ii) Signs at intersecting         X    X    X    X
                     runways and taxiways.
------------------------------------------------------------------------
                    (iii) Signs described in entries   X    X    X    X
                     2.h. and 2.i. of this table.
------------------------------------------------------------------------
        5.b.5.....  Required airport model correlation with other
                     aspects of the airport environment simulation:
------------------------------------------------------------------------
                    (i) The airport model must be      X    X    X    X
                     properly aligned with the
                     navigational aids that are
                     associated with operations at
                     the runway ``in-use''.
------------------------------------------------------------------------
                    (ii) The simulation of runway                     X
                     contaminants must be correlated
                     with the displayed runway
                     surface and lighting where
                     applicable.
------------------------------------------------------------------------
6.................  Correlation with airplane and associated equipment.
                     The following are the minimum correlation
                     comparisons that must be made for simulators at
                     Levels A, B, C, and D.
------------------------------------------------------------------------
    6.a...........  Visual system compatibility with   X    X    X    X
                     aerodynamic programming.
------------------------------------------------------------------------
    6.b...........  Visual cues to assess sink rate         X    X    X
                     and depth perception during
                     landings.
------------------------------------------------------------------------
    6.c...........  Accurate portrayal of              X    X    X    X
                     environment relating to flight
                     simulator attitudes.
------------------------------------------------------------------------
    6.d...........  The airport model and the                    X    X
                     generated visual scene must
                     correlate with integrated
                     airplane systems (e.g.,
                     terrain, traffic and weather
                     avoidance systems and Head-up
                     Guidance System (HGS)).
------------------------------------------------------------------------
    6.e...........  Representative visual effects      X    X    X    X
                     for each visible, own-ship,
                     airplane external light(s)--
                     taxi and landing light lobes
                     (including independent
                     operation, if appropriate).
------------------------------------------------------------------------
    6.f...........  The effect of rain removal                   X    X
                     devices.
------------------------------------------------------------------------
    7.............  Scene quality. The following are the minimum scene
                     quality tests that must be conducted for simulators
                     at Levels A, B, C, and D.
------------------------------------------------------------------------
    7.a...........  Surfaces and textural cues must              X    X
                     be free from apparent and
                     distracting quantization
                     (aliasing).
------------------------------------------------------------------------
    7.b...........  System capable of portraying                 X    X
                     full color realistic textural
                     cues.
------------------------------------------------------------------------
    7.c...........  The system light points must be    X    X    X    X
                     free from distracting jitter,
                     smearing or streaking.
------------------------------------------------------------------------
    7.d...........  Demonstration of occulting         X    X
                     through each channel of the
                     system in an operational scene.
------------------------------------------------------------------------
    7.e...........  Demonstration of a minimum of                X    X
                     ten levels of occulting through
                     each channel of the system in
                     an operational scene.
------------------------------------------------------------------------
    7.f...........  System capable of providing                  X    X
                     focus effects that simulate
                     rain.
------------------------------------------------------------------------
    7.g...........  System capable of providing                  X    X
                     focus effects that simulate
                     light point perspective growth.
------------------------------------------------------------------------
    7.h...........  System capable of six discrete     X    X    X    X
                     light step controls (0-5).
------------------------------------------------------------------------
8.................  Environmental effects. The following are the minimum
                     environmental effects that must be available as
                     indicated.
------------------------------------------------------------------------
    8.a...........  The displayed scene                          X    X
                     corresponding to the
                     appropriate surface
                     contaminants and include runway
                     lighting reflections for wet,
                     partially obscured lights for
                     snow, or alternative effects.
------------------------------------------------------------------------
        8.a.1.....  Special weather representations which include:
------------------------------------------------------------------------

[[Page 109]]

 
                    (i) The sound, motion and visual             X    X
                     effects of light, medium and
                     heavy precipitation near a
                     thunderstorm on take-off,
                     approach, and landings at and
                     below an altitude of 2,000 ft
                     (600 m) above the airport
                     surface and within a radius of
                     10 sm (16 km) from the airport.
------------------------------------------------------------------------
                    (ii) One airport with a snow                 X    X
                     scene to include terrain snow
                     and snow-covered taxiways and
                     runways.
------------------------------------------------------------------------
    8.b...........  In-cloud effects such as                     X    X
                     variable cloud density, speed
                     cues and ambient changes.
------------------------------------------------------------------------
    8.c...........  The effect of multiple cloud                 X    X
                     layers representing few,
                     scattered, broken and overcast
                     conditions giving partial or
                     complete obstruction of the
                     ground scene.
------------------------------------------------------------------------
    8.d...........  Visibility and RVR measured in     X    X    X    X
                     terms of distance. Visibility/
                     RVR checked at 2,000 ft (600 m)
                     above the airport and at two
                     heights below 2000 ft with at
                     least 500 ft of separation
                     between the measurements. The
                     measurements must be taken
                     within a radius of 10 sm (16
                     km) from the airport.
------------------------------------------------------------------------
    8.e...........  Patchy fog giving the effect of              X    X
                     variable RVR.
------------------------------------------------------------------------
    8.f...........  Effects of fog on airport                    X    X
                     lighting such as halos and
                     defocus.
------------------------------------------------------------------------
    8.g...........  Effect of own-ship lighting in               X    X
                     reduced visibility, such as
                     reflected glare, including
                     landing lights, strobes, and
                     beacons.
------------------------------------------------------------------------
    8.h...........  Wind cues to provide the effect              X    X
                     of blowing snow or sand across
                     a dry runway or taxiway
                     selectable from the instructor
                     station.
------------------------------------------------------------------------
9.................  Instructor control of the following: The following
                     are the minimum instructor controls that must be
                     available in simulators at Levels A, B, C, and D.
------------------------------------------------------------------------
    9.a...........  Environmental effects, e.g.,       X    X    X    X
                     cloud base, cloud effects,
                     cloud density, visibility in
                     statute miles/kilometers and
                     RVR in feet/meters.
------------------------------------------------------------------------
    9.b...........  Airport selection...............   X    X    X    X
------------------------------------------------------------------------
    9.c...........  Airport lighting, including        X    X    X    X
                     variable intensity.
------------------------------------------------------------------------
    9.d...........  Dynamic effects including ground             X    X
                     and flight traffic.
------------------------------------------------------------------------
                           End QPS Requirement
------------------------------------------------------------------------
                            Begin Information
------------------------------------------------------------------------
10................  An example of being able to
                     ``combine two airport models to
                     achieve two ``in-use'' runways:
                    One runway designated as the
                     ``in use'' runway in the first
                     model of the airport, and the
                     second runway designated as the
                     ``in use'' runway in the second
                     model of the same airport. For
                     example, the clearance is for
                     the ILS approach to Runway 27,
                     Circle to Land on Runway 18
                     right. Two airport visual
                     models might be used: the first
                     with Runway 27 designated as
                     the ``in use'' runway for the
                     approach to runway 27, and the
                     second with Runway 18 Right
                     designated as the ``in use''
                     runway. When the pilot breaks
                     off the ILS approach to runway
                     27, the instructor may change
                     to the second airport visual
                     model in which runway 18 Right
                     is designated as the ``in use''
                     runway, and the pilot would
                     make a visual approach and
                     landing. This process is
                     acceptable to the FAA as long
                     as the temporary interruption
                     due to the visual model change
                     is not distracting to the
                     pilot, does not cause changes
                     in navigational radio
                     frequencies, and does not cause
                     undue instructor/evaluator time.
------------------------------------------------------------------------
11................  Sponsors are not required to
                     provide every detail of a
                     runway, but the detail that is
                     provided should be correct
                     within the capabilities of the
                     system.
------------------------------------------------------------------------
                             End Information
------------------------------------------------------------------------


[[Page 110]]


                Table A3C--Functions and Subjective Tests
------------------------------------------------------------------------
                            QPS requirements
-------------------------------------------------------------------------
                    Additional airport models beyond    Simulator level
                          minimum required for       -------------------
    Entry No.       qualification--Class II airport
                                 models                A    B    C    D
------------------------------------------------------------------------
This table specifies the minimum airport model content and functionality
 necessary to add airport models to a simulator's model library, beyond
 those necessary for qualification at the stated level, without the
 necessity of further involvement of the NSPM or TPAA.
------------------------------------------------------------------------
                         Begin QPS Requirements
------------------------------------------------------------------------
1................  Airport model management. The following is the
                    minimum airport model management requirements for
                    simulators at Levels A, B, C, and D.
------------------------------------------------------------------------
    1.a..........  The direction of strobe lights,     X    X    X    X
                    approach lights, runway edge
                    lights, visual landing aids,
                    runway centerline lights,
                    threshold lights, and touchdown
                    zone lights on the ``in-use''
                    runway must be replicated.
------------------------------------------------------------------------
2................  Visual feature recognition. The following are the
                    minimum distances at which runway features must be
                    visible for simulators at Levels A, B, C, and D.
                    Distances are measured from runway threshold to an
                    airplane aligned with the runway on an extended
                    3[deg] glide-slope in simulated meteorological
                    conditions that recreate the minimum distances for
                    visibility. For circling approaches, all
                    requirements of this section apply to the runway
                    used for the initial approach and to the runway of
                    intended landing.
------------------------------------------------------------------------
    2.a..........  Runway definition, strobe lights,   X    X    X    X
                    approach lights, and runway edge
                    white lights from 5 sm (8 km)
                    from the runway threshold.
------------------------------------------------------------------------
    2.b..........  Visual Approach Aid lights (VASI              X    X
                    or PAPI) from 5 sm (8 km) from
                    the runway threshold.
------------------------------------------------------------------------
    2.c..........  Visual Approach Aid lights (VASI    X    X
                    or PAPI) from 3 sm (5 km) from
                    the runway threshold.
------------------------------------------------------------------------
    2.d..........  Runway centerline lights and        X    X    X    X
                    taxiway definition from 3 sm (5
                    km) from the runway threshold.
------------------------------------------------------------------------
    2.e..........  Threshold lights and touchdown      X    X    X    X
                    zone lights from 2 sm (3 km)
                    from the runway threshold.
------------------------------------------------------------------------
    2.f..........  Runway markings within range of     X    X    X    X
                    landing lights for night scenes
                    and as required by the surface
                    resolution requirements on day
                    scenes.
------------------------------------------------------------------------
    2.g..........  For circling approaches, the        X    X    X    X
                    runway of intended landing and
                    associated lighting must fade
                    into view in a non-distracting
                    manner.
------------------------------------------------------------------------
3................  Airport model content. The following prescribes the
                    minimum requirements for what must be provided in an
                    airport model and identifies other aspects of the
                    airport environment that must correspond with that
                    model for simulators at Levels A, B, C, and D. The
                    detail must be developed using airport pictures,
                    construction drawings and maps, or other similar
                    data, or developed in accordance with published
                    regulatory material; however, this does not require
                    that airport models contain details that are beyond
                    the designed capability of the currently qualified
                    visual system. For circling approaches, all
                    requirements of this section apply to the runway
                    used for the initial approach and to the runway of
                    intended landing. Only one ``primary'' taxi route
                    from parking to the runway end will be required for
                    each ``in-use'' runway.
------------------------------------------------------------------------
    3.a..........  The surface and markings for each ``in-use'' runway:
------------------------------------------------------------------------
        3.a.1....  Threshold markings...............   X    X    X    X
------------------------------------------------------------------------
        3.a.2....  Runway numbers...................   X    X    X    X
------------------------------------------------------------------------
        3.a.3....  Touchdown zone markings..........   X    X    X    X
------------------------------------------------------------------------
        3.a.4....  Fixed distance markings..........   X    X    X    X
------------------------------------------------------------------------
        3.a.5....  Edge markings....................   X    X    X    X
------------------------------------------------------------------------
        3.a.6....  Centerline stripes...............   X    X    X    X
------------------------------------------------------------------------
    3.b..........  The lighting for each ``in-use'' runway
------------------------------------------------------------------------
        3.b.1....  Threshold lights.................   X    X    X    X
------------------------------------------------------------------------
        3.b.2....  Edge lights......................   X    X    X    X
------------------------------------------------------------------------
        3.b.3....  End lights.......................   X    X    X    X
------------------------------------------------------------------------
        3.b.4....  Centerline lights................   X    X    X    X
------------------------------------------------------------------------

[[Page 111]]

 
        3.b.5....  Touchdown zone lights, if           X    X    X    X
                    appropriate.
------------------------------------------------------------------------
        3.b.6....  Leadoff lights, if appropriate...   X    X    X    X
------------------------------------------------------------------------
        3.b.7....  Appropriate visual landing aid(s)   X    X    X    X
                    for that runway.
------------------------------------------------------------------------
        3.b.8....  Appropriate approach lighting       X    X    X    X
                    system for that runway.
------------------------------------------------------------------------
    3.c..........  The taxiway surface and markings associated with each
                    ``in-use'' runway:
------------------------------------------------------------------------
        3.c.1....  Edge.............................   X    X    X    X
------------------------------------------------------------------------
        3.c.2....  Centerline.......................   X    X    X    X
------------------------------------------------------------------------
        3.c.3....  Runway hold lines................   X    X    X    X
------------------------------------------------------------------------
        3.c.4....  ILS critical area markings.......   X    X    X    X
------------------------------------------------------------------------
    3.d..........  The taxiway lighting associated with each ``in-use''
                    runway:
------------------------------------------------------------------------
        3.d.1....  Edge.............................             X    X
------------------------------------------------------------------------
        3.d.2....  Centerline.......................   X    X    X    X
------------------------------------------------------------------------
        3.d.3....  Runway hold and ILS critical area   X    X    X    X
                    lights.
------------------------------------------------------------------------
4................  Required model correlation with
                    other aspects of the airport
                    environment simulation The
                    following are the minimum model
                    correlation tests that must be
                    conducted for simulators at
                    Levels A, B, C, and D.
------------------------------------------------------------------------
    4.a..........  The airport model must be           X    X    X    X
                    properly aligned with the
                    navigational aids that are
                    associated with operations at
                    the ``in-use'' runway.
------------------------------------------------------------------------
    4.b..........  Slopes in runways, taxiways, and    X    X    X    X
                    ramp areas, if depicted in the
                    visual scene, must not cause
                    distracting or unrealistic
                    effects.
------------------------------------------------------------------------
5................  Correlation with airplane and associated equipment.
                    The following are the minimum correlation
                    comparisons that must be made for simulators at
                    Levels A, B, C, and D.
------------------------------------------------------------------------
  5.a............  Visual system compatibility with    X    X    X    X
                    aerodynamic programming.
------------------------------------------------------------------------
    5.b..........  Accurate portrayal of environment   X    X    X    X
                    relating to flight simulator
                    attitudes.
------------------------------------------------------------------------
    5.c..........  Visual cues to assess sink rate          X    X    X
                    and depth perception during
                    landings.
------------------------------------------------------------------------
    5.d..........  Visual effects for each visible,         X    X    X
                    own-ship, airplane external
                    light(s).
------------------------------------------------------------------------
6................  Scene quality. The following are the minimum scene
                    quality tests that must be conducted for simulators
                    at Levels A, B, C, and D.
------------------------------------------------------------------------
    6.a..........  Surfaces and textural cues must               X    X
                    be free of apparent and
                    distracting quantization
                    (aliasing).
------------------------------------------------------------------------
6.b..............  Correct color and realistic                   X    X
                    textural cues.
------------------------------------------------------------------------
6.c..............  Light points free from              X    X    X    X
                    distracting jitter, smearing or
                    streaking.
------------------------------------------------------------------------
7................  Instructor controls of the following: The following
                    are the minimum instructor controls that must be
                    available in simulators at Levels A, B, C, and D.
------------------------------------------------------------------------
    7.a..........  Environmental effects, e.g.,        X    X    X    X
                    cloud base (if used), cloud
                    effects, cloud density,
                    visibility in statute miles/
                    kilometers and RVR in feet/
                    meters.
------------------------------------------------------------------------
    7.b..........  Airport selection................   X    X    X    X
------------------------------------------------------------------------
    7.c..........  Airport lighting including          X    X    X    X
                    variable intensity.
------------------------------------------------------------------------
    7.d..........  Dynamic effects including ground              X    X
                    and flight traffic.
------------------------------------------------------------------------

[[Page 112]]

 
                          End QPS Requirements
------------------------------------------------------------------------
                            Begin Information
------------------------------------------------------------------------
8................  Sponsors are not required to        X    X    X    X
                    provide every detail of a
                    runway, but the detail that is
                    provided must be correct within
                    the capabilities of the system.
------------------------------------------------------------------------
                             End Information
------------------------------------------------------------------------


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

[[Page 113]]

 
5............  Buffet in the air    X    X    X    X
                due to flap and
                spoiler/
                speedbrake
                extension and
                approach to stall
                buffet:
               Procedure: Perform
                an approach and
                extend the flaps
                and slats with
                airspeeds
                deliberately in
                excess of the
                normal approach
                speeds. In cruise
                configuration,
                verify the
                buffets
                associated with
                the spoiler/
                speedbrake
                extension. The
                above effects can
                also be verified
                with different
                combinations of
                spoiler/
                speedbrake, flap,
                and landing gear
                settings to
                assess the
                interaction
                effects.
------------------------------------------------------------------------
6............  Approach to stall    X    X    X    X
                buffet:
               Procedure: Conduct
                an approach-to-
                stall with
                engines at idle
                and a
                deceleration of 1
                knot/second.
                Check that the
                motion cues of
                the buffet,
                including the
                level of buffet
                increase with
                decreasing speed,
                are
                representative of
                the actual
                airplane.
------------------------------------------------------------------------
7............  Touchdown cues for   X    X    X    X
                main and nose
                gear:
               Procedure: Conduct
                several normal
                approaches with
                various rates of
                descent. Check
                that the motion
                cues for the
                touchdown bumps
                for each descent
                rate are
                representative of
                the actual
                airplane.
------------------------------------------------------------------------
8............  Nosewheel            X    X    X    X
                scuffing:
               Procedure: Taxi at
                various ground
                speeds and
                manipulate the
                nosewheel
                steering to cause
                yaw rates to
                develop that
                cause the
                nosewheel to
                vibrate against
                the ground
                (``scuffing'').
                Evaluate the
                speed/nosewheel
                combination
                needed to produce
                scuffing and
                check that the
                resultant
                vibrations are
                representative of
                the actual
                airplane.
------------------------------------------------------------------------
9............  Thrust effect with   X    X    X    X   This effect is
                brakes set:                             most discernible
               Procedure: Set the                       with wing-
                brakes on at the                        mounted engines.
                take-off point
                and increase the
                engine power
                until buffet is
                experienced.
                Evaluate its
                characteristics.
                Confirm that the
                buffet increases
                appropriately
                with increasing
                engine thrust.
------------------------------------------------------------------------
10...........  Mach and maneuver   ...   X    X    X
                buffet:
               Procedure: With
                the simulated
                airplane trimmed
                in 1 g flight
                while at high
                altitude,
                increase the
                engine power so
                that the Mach
                number exceeds
                the documented
                value at which
                Mach buffet is
                experienced.
                Check that the
                buffet begins at
                the same Mach
                number as it does
                in the airplane
                (for the same
                configuration)
                and that buffet
                levels are
                representative of
                the actual
                airplane. For
                certain
                airplanes,
                maneuver buffet
                can also be
                verified for the
                same effects.
                Maneuver buffet
                can occur during
                turning flight at
                conditions
                greater than 1 g,
                particularly at
                higher altitudes.
------------------------------------------------------------------------

[[Page 114]]

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


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


                Table A3F--Functions and Subjective Tests
------------------------------------------------------------------------
                            QPS Requirements
-------------------------------------------------------------------------
                                                        Simulator level
   Entry No.               Special effects           -------------------
                                                       A    B    C    D
------------------------------------------------------------------------
   This table specifies the minimum special effects necessary for the
                       specified simulator level.
------------------------------------------------------------------------
1..............  Braking Dynamics:
                 Representations of the dynamics of              X    X
                  brake failure (flight simulator
                  pitch, side-loading, and
                  directional control
                  characteristics representative of
                  the airplane), including antiskid
                  and decreased brake efficiency due
                  to high brake temperatures (based
                  on airplane related data),
                  sufficient to enable pilot
                  identification of the problem and
                  implementation of appropriate
                  procedures.
------------------------------------------------------------------------
2..............  Effects of Airframe and Engine                  X    X
                  Icing:

[[Page 115]]

 
                 Required only for those airplanes
                  authorized for operations in known
                  icing conditions.
                 Procedure: With the simulator
                  airborne, in a clean
                  configuration, nominal altitude
                  and cruise airspeed, autopilot on
                  and auto-throttles off, engine and
                  airfoil anti-ice/de-ice systems
                  deactivated; activate icing
                  conditions at a rate that allows
                  monitoring of simulator and
                  systems response. Icing
                  recognition will include an
                  increase in gross weight, airspeed
                  decay, change in simulator pitch
                  attitude, change in engine
                  performance indications (other
                  than due to airspeed changes), and
                  change in data from pitot/static
                  system. Activate heating, anti-
                  ice, or de-ice systems
                  independently. Recognition will
                  include proper effects of these
                  systems, eventually returning the
                  simulated airplane to normal
                  flight.
------------------------------------------------------------------------


                Table A3G--Functions and Subjective Tests
------------------------------------------------------------------------
                            QPS Requirements
-------------------------------------------------------------------------
                                                        Simulator level
   Entry No.               Special effects           -------------------
                                                       A    B    C    D
------------------------------------------------------------------------
  Functions in this table are subject to evaluation only if appropriate
     for the airplane and/or the system is installed on the specific
                               simulator.
------------------------------------------------------------------------
1..............  Simulator Power Switch(es).........   X    X    X    X
------------------------------------------------------------------------
2..............  Airplane conditions
------------------------------------------------------------------------
    2.a........  Gross weight, center of gravity,      X    X    X    X
                  fuel loading and allocation.
------------------------------------------------------------------------
    2.b........  Airplane systems status............   X    X    X    X
------------------------------------------------------------------------
    2.c........  Ground crew functions (e.g., ext.     X    X    X    X
                  power, push back).
------------------------------------------------------------------------
3..............  Airports
------------------------------------------------------------------------
    3.a........  Number and selection...............   X    X    X    X
------------------------------------------------------------------------
    3.b........  Runway selection...................   X    X    X    X
------------------------------------------------------------------------
    3.c........  Runway surface condition (e.g.,       X    X
                  rough, smooth, icy, wet).
------------------------------------------------------------------------
    3.d........  Preset positions (e.g., ramp, gate,   X    X    X    X
                  1 for takeoff, takeoff
                  position, over FAF).
------------------------------------------------------------------------
    3.e........  Lighting controls..................   X    X    X    X
------------------------------------------------------------------------
4..............  Environmental controls
------------------------------------------------------------------------
    4.a........  Visibility (statute miles             X    X    X    X
                  (kilometers)).
------------------------------------------------------------------------
    4.b........  Runway visual range (in feet          X    X    X    X
                  (meters)).
------------------------------------------------------------------------
    4.c........  Temperature........................   X    X    X    X
------------------------------------------------------------------------
    4.d........  Climate conditions (e.g., ice,        X    X    X    X
                  snow, rain).
------------------------------------------------------------------------
    4.e........  Wind speed and direction...........   X    X    X    X
------------------------------------------------------------------------
    4.f........  Windshear..........................   X    X
------------------------------------------------------------------------
    4.g........  Clouds (base and tops).............   X    X    X    X
------------------------------------------------------------------------
5..............  Airplane system malfunctions          X    X    X    X
                  (Inserting and deleting
                  malfunctions into the simulator).
------------------------------------------------------------------------
6..............  Locks, Freezes, and Repositioning
------------------------------------------------------------------------
    6.a........  Problem (all) freeze/release.......   X    X    X    X
------------------------------------------------------------------------
    6.b........  Position (geographic) freeze/         X    X    X    X
                  release.
------------------------------------------------------------------------
    6.c........  Repositioning (locations, freezes,    X    X    X    X
                  and releases).
------------------------------------------------------------------------

[[Page 116]]

 
    6.d........  Ground speed control...............   X    X    X    X
------------------------------------------------------------------------
7..............  Remote IOS.........................   X    X    X    X
------------------------------------------------------------------------
8..............  Sound Controls. On/off/adjustment..   X    X    X    X
------------------------------------------------------------------------
9..............  Motion/Control Loading System
------------------------------------------------------------------------
    9.a........  On/off/emergency stop..............   X    X    X    X
------------------------------------------------------------------------
10.............  Observer Seats/Stations. Position/    X    X    X    X
                  Adjustment/Positive restraint
                  system.
------------------------------------------------------------------------

________________________________________________________________________

                            Begin Information

                             1. Introduction

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

                                2. Events

                          a. Initial Conditions

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

                            b. Initial Checks

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

[[Page 117]]

                  c. Power Supply and APU Start Checks

    (1) Batteries and Static Inverter.
    (2) APU Start with Battery.
    (3) APU Shutdown using Fire Handle.
    (4) External Power Connection.
    (5) APU Start with External Power.
    (6) Abnormal APU Start/Operation.

                          d. Flight deck Checks

    (1) Flight deck Preparation Checks.
    (2) FMC Programming.
    (3) Communications and Navigational Aids Checks.

                             e. Engine Start

    (1) Before Start Checks.
    (2) Battery start with Ground Air Supply Unit.
    (3) Engine Crossbleed Start.
    (4) Normal Engine Start.
    (5) Abnormal Engine Starts.
    (6) Engine Idle Readings.
    (7) After Start Checks.

                             f. Taxi Checks

    (1) Pushback/Powerback.
    (2) Taxi Checks.
    (3) Ground Handling Check:
    (a) Power required to initiate ground roll.
    (b) Thrust response.
    (c) Nosewheel and Pedal Steering.
    (d) Nosewheel Scuffing.
    (e) Perform 180 degree turns.
    (f) Brakes Response and Differential Braking using Normal, Alternate 
and Emergency.
    (g) Brake Systems.
    (h) Eye height and fore/aft position.
    (4) Runway Roughness.
    g. Visual Scene--Ground Assessment. Select 3 different airport 
models and perform the following checks with Day, Dusk and Night 
selected, as appropriate:
    (1) Visual Controls.
    (a) Daylight, Dusk, Night Scene Controls.
    (b) Flight deck ``Daylight'' ambient lighting.
    (c) Environment Light Controls.
    (d) Runway Light Controls.
    (e) Taxiway Light Controls.
    (2) Airport Model Content.
    (a) Ramp area for buildings, gates, airbridges, maintenance ground 
equipment, parked aircraft.
    (b) Daylight shadows, night time light pools.
    (c) Taxiways for correct markings, taxiway/runway, marker boards, 
CAT I and II/III hold points, taxiway shape/grass areas, taxiway light 
(positions and colors).
    (d) Runways for correct markings, lead-off lights, boards, runway 
slope, runway light positions, and colors, directionality of runway 
lights.
    (e) Airport environment for correct terrain and significant 
features.
    (f) Visual scene quantization (aliasing), color, and occulting 
levels.
    (3) Ground Traffic Selection.
    (4) Environment Effects.
    (a) Low cloud scene.
    (i) Rain:
    (A) Runway surface scene.
    (B) Windshield wiper--operation and sound.
    (ii) Hail:
    (A) Runway surface scene.
    (B) Windshield wiper--operation and sound.
    (b) Lightning/thunder.
    (c) Snow/ice runway surface scene.
    (d) Fog.
    h. Takeoff. Select one or several of the following test cases:
    (1) T/O Configuration Warnings.
    (2) Engine Takeoff Readings.
    (3) Rejected Takeoff (Dry/Wet/Icy Runway) and check the following:
    (a) Autobrake function.
    (b) Anti-skid operation.
    (c) Motion/visual effects during deceleration.
    (d) Record stopping distance (use runway plot or runway lights 
remaining).
    Continue taxiing along the runway while applying brakes and check 
the following:
    (e) Center line lights alternating red/white for 2000 feet/600 
meters.
    (f) Center line lights all red for 1000 feet/300 meters.
    (g) Runway end, red stop bars.
    (h) Braking fade effect.
    (i) Brake temperature indications.
    (4) Engine Failure between VI and V2.
    (5) Normal Takeoff:
    (a) During ground roll check the following:
    (i) Runway rumble.
    (ii) Acceleration cues.
    (iii) Groundspeed effects.
    (iv) Engine sounds.
    (v) Nosewheel and rudder pedal steering.
    (b) During and after rotation, check the following:
    (i) Rotation characteristics.
    (ii) Column force during rotation.
    (iii) Gear uplock sounds/bumps.
    (iv) Effect of slat/flap retraction during climbout.
    (6) Crosswind Takeoff (check the following):
    (a) Tendency to turn into or out of the wind.
    (b) Tendency to lift upwind wing as airspeed increases.
    (7) Windshear during Takeoff (check the following):
    (a) Controllable during windshear encounter.
    (b) Performance adequate when using correct techniques.
    (c) Windshear Indications satisfactory.
    (d) Motion cues satisfactory (particularly turbulence).
    (8) Normal Takeoff with Control Malfunction.

[[Page 118]]

    (9) Low Visibility T/O (check the following):
    (a) Visual cues.
    (b) Flying by reference to instruments.
    (c) SID Guidance on LNAV.
    i. Climb Performance. Select one or several of the following test 
cases:
    (1) Normal Climb--Climb while maintaining recommended speed profile 
and note fuel, distance and time.
    (2) Single Engine Climb--Trim aircraft in a zero wheel climb at V2.
    Note: Up to 5[deg] bank towards the operating engine(s) is 
permissible. Climb for 3 minutes and note fuel, distance, and time. 
Increase speed toward en route climb speed and retract flaps. Climb for 
3 minutes and note fuel, distance, and time.

    j. Systems Operation During Climb.
    Check normal operation and malfunctions as appropriate for the 
following systems:
    (1) Air conditioning/Pressurization/Ventilation.
    (2) Autoflight.
    (3) Communications.
    (4) Electrical.
    (5) Fuel.
    (6) Icing Systems.
    (7) Indicating and Recording Systems.
    (8) Navigation/FMS.
    (9) Pneumatics.
    k. Cruise Checks. Select one or several of the following test cases:
    (1) Cruise Performance.
    (2) High Speed/High Altitude Handling (check the following):
    (a) Overspeed warning.
    (b) High Speed buffet.
    (c) Aircraft control satisfactory.
    (d) Envelope limiting functions on Computer Controlled Aircraft.
    Reduce airspeed to below level flight buffet onset speed, start a 
turn, and check the following:
    (e) High Speed buffet increases with G loading.
    Reduce throttles to idle and start descent, deploy the speedbrake, 
and check the following:
    (f) Speedbrake indications.
    (g) Symmetrical deployment.
    (h) Airframe buffet.
    (i) Aircraft response hands off.
    (3) Yaw Damper Operation. Switch off yaw dampers and autopilot. 
Initiate a Dutch roll and check the following:
    (a) Aircraft dynamics.
    (b) Simulator motion effects.
    Switch on yaw dampers, re-initiate a Dutch roll and check the 
following:
    (c) Damped aircraft dynamics.
    (4) APU Operation.
    (5) Engine Gravity Feed.
    (6) Engine Shutdown and Driftdown Check: FMC operation Aircraft 
performance.
    (7) Engine Relight.
    l. Descent. Select one of the following test cases:
    (1) Normal Descent. Descend while maintaining recommended speed 
profile and note fuel, distance and time.
    (2) Cabin Depressurization/Emergency Descent.
    m. Medium Altitude Checks. Select one or several of the following 
test cases:
    (1) High Angle of Attack/Stall. Trim the aircraft at 1.4 Vs, 
establish 1 kt/sec \2\ deceleration rate, and check the following--
    (a) System displays/operation satisfactory.
    (b) Handling characteristics satisfactory.
    (c) Stall and Stick shaker speed.
    (d) Buffet characteristics and onset speed.
    (e) Envelope limiting functions on Computer Controlled Aircraft.
    Recover to straight and level flight and check the following:
    (f) Handling characteristics satisfactory.
    (2) Turning Flight. Roll aircraft to left, establish a 30[deg] to 
45[deg] bank angle, and check the following:
    (a) Stick force required, satisfactory.
    (b) Wheel requirement to maintain bank angle.
    (c) Slip ball response, satisfactory.
    (d) Time to turn 180[deg].
    Roll aircraft from 45[deg] bank one way to 45[deg] bank the opposite 
direction while maintaining altitude and airspeed--check the following:
    (e) Controllability during maneuver.
    (3) Degraded flight controls.
    (4) Holding Procedure (check the following:)
    (a) FMC operation.
    (b) Autopilot auto thrust performance.
    (5) Storm Selection (check the following:)
    (a) Weather radar controls.
    (b) Weather radar operation.
    (c) Visual scene corresponds with WXR pattern.
    (Fly through storm center, and check the following:)
    (d) Aircraft enters cloud.
    (e) Aircraft encounters representative turbulence.
    (f) Rain/hail sound effects evident.
    As aircraft leaves storm area, check the following:
    (g) Storm effects disappear.
    (6) TCAS (check the following:)
    (a) Traffic appears on visual display.
    (b) Traffic appears on TCAS display(s).
    As conflicting traffic approaches, take relevant avoiding action, 
and check the following:
    (c) Visual and TCAS system displays.
    n. Approach and Landing. Select one or several of the following test 
cases while monitoring flight control and hydraulic systems for normal 
operation and with malfunctions selected:
    (1) Flaps/Gear Normal Operation. Check the following:

[[Page 119]]

    (a) Time for extension/retraction.
    (b) Buffet characteristics.
    (2) Normal Visual Approach and Landing.
    Fly a normal visual approach and landing--check the following:
    (a) Aircraft handling.
    (b) Spoiler operation.
    (c) Reverse thrust operation.
    (d) Directional control on the ground.
    (e) Touchdown cues for main and nosewheel.
    (f) Visual cues.
    (g) Motion cues.
    (h) Sound cues.
    (i) Brake and anti-skid operation.
    (3) Flaps/Gear Abnormal Operation or with hydraulic malfunctions.
    (4) Abnormal Wing Flaps/Slats Landing.
    (5) Manual Landing with Control Malfunction.
    (a) Aircraft handling.
    (b) Radio aids and instruments.
    (c) Airport model content and cues.
    (d) Motion cues.
    (e) Sound cues.
    (6) Non-precision Approach--All Engines Operating.
    (a) Aircraft handling.
    (b) Radio Aids and instruments.
    (c) Airport model content and cues.
    (d) Motion cues.
    (e) Sound cues.
    (7) Circling Approach.
    (a) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Airport model content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (8) Non-precision Approach--One Engine Inoperative.
    (a) Aircraft handling.
    (b) Radio Aids and instruments.
    (c) Airport model content and cues.
    (d) Motion cues.
    (e) Sound cues.
    (9) One Engine Inoperative Go-around.
    (a) Aircraft handling.
    (b) Radio Aids and instruments.
    (c) Airport model content and cues.
    (d) Motion cues.
    (e) Sound cues.
    (10) CAT I Approach and Landing with raw-data ILS.
    (a) Aircraft handling.
    (b) Radio Aids and instruments.
    (c) Airport model content and cues.
    (d) Motion cues.
    (e) Sound cues.
    (11) CAT I Approach and Landing with Limiting Crosswind.
    (a) Aircraft handling.
    (b) Radio Aids and instruments.
    (c) Airport model content and cues.
    (d) Motion cues.
    (e) Sound cues.
    (12) CAT I Approach with Windshear. Check the following:
    (a) Controllable during windshear encounter.
    (b) Performance adequate when using correct techniques.
    (c) Windshear indications/warnings.
    (d) Motion cues (particularly turbulence).
    (13) CAT II Approach and Automatic Go-Around.
    (14) CAT III Approach and Landing--System Malfunctions.
    (15) CAT III Approach and Landing--1 Engine Inoperative.
    (16) GPWS evaluation.
    o. Visual Scene--In-Flight Assessment.
    Select three (3) different visual models and perform the following 
checks with ``day,'' ``dusk,'' and ``night'' (as appropriate) selected. 
Reposition the aircraft at or below 2000 feet within 10 nm of the 
airfield. Fly the aircraft around the airport environment and assess 
control of the visual system and evaluate the Airport model content as 
described below:
    (1) Visual Controls.
    (a) Daylight, Dusk, Night Scene Controls.
    (b) Environment Light Controls.
    (c) Runway Light Controls.
    (d) Taxiway Light Controls.
    (e) Approach Light Controls.
    (2) Airport model Content.
    (a) Airport environment for correct terrain and significant 
features.
    (b) Runways for correct markings, runway slope, directionality of 
runway lights.
    (c) Visual scene for quantization (aliasing), color, and occulting.
    Reposition the aircraft to a long, final approach for an ``ILS 
runway.'' Select flight freeze when the aircraft is 5-statute miles 
(sm)/8-kilometers (km) out and on the glide slope. Check the following:
    (3) Airport model content.
    (a) Airfield features.
    (b) Approach lights.
    (c) Runway definition.
    (d) Runway definition.
    (e) Runway edge lights and VASI lights.
    (f) Strobe lights.
    Release flight freeze. Continue flying the approach with NP engaged. 
Select flight freeze when aircraft is 3 sm/5 km out and on the glide 
slope. Check the following:
    (4) Airport model Content.
    (a) Runway centerline light.
    (b) Taxiway definition and lights.
    Release flight freeze and continue flying the approach with A/P 
engaged. Select flight freeze when aircraft is 2 sm/3 km out and on the 
glide slope. Check the following:
    (5) Airport model content.
    (a) Runway threshold lights.
    (b) Touchdown zone lights.
    At 200 ft radio altitude and still on glide slope, select Flight 
Freeze. Check the following:
    (6) Airport model content.
    (a) Runway markings.

[[Page 120]]

    Set the weather to Category I conditions and check the following:
    (7) Airport model content.
    (a) Visual ground segment.
    Set the weather to Category II conditions, release Flight Freeze, 
re-select Flight Freeze at 100 feet radio altitude, and check the 
following:
    (8) Airport model content.
    (a) Visual ground segment.
    Select night/dusk (twilight) conditions and check the following:
    (9) Airport model content.
    (a) Runway markings visible within landing light lobes.
    Set the weather to Category III conditions, release Flight Freeze, 
re-select Flight Freeze at 50 feet radio altitude and check the 
following:
    (10) Airport model content.
    (a) Visual ground segment.
    Set WX to a typical ``missed approach? weather condition, release 
Flight Freeze, re-select Flight Freeze at 15 feet radio altitude, and 
check the following:
    (11) Airport model content.
    (a) Visual ground segment.
    When on the ground, stop the aircraft. Set 0 feet RVR, ensure 
strobe/beacon tights are switched on and check the following:
    (12) Airport model content.
    (a) Visual effect of strobe and beacon.
    Reposition to final approach, set weather to ``Clear,'' continue 
approach for an automatic landing, and check the following:
    (13) Airport model content.
    (a) Visual cues during flare to assess sink rate.
    (b) Visual cues during flare to assess Depth perception.
    (c) Flight deck height above ground.
    After Landing Operations.
    (1) After Landing Checks.
    (2) Taxi back to gate. Check the following:
    (a) Visual model satisfactory.
    (b) Parking brake operation satisfactory.
    (3) Shutdown Checks.
    q. Crash Function.
    (1) Gear-up Crash.
    (2) Excessive rate of descent Crash.
    (3) Excessive bank angle Crash.

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

________________________________________________________________________

                         Begin QPS Requirements

                            1. Applicability

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

             2. Statement of Compliance and Capability (SOC)

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

                                3. Models

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

[[Page 135]]

least two (2) levels so that upon encountering the windshear the pilot 
may identify its presence and apply the recommended procedures for 
escape from such a windshear.
    (1) If the intensity is lesser, the performance capability of the 
simulated airplane in the windshear permits the pilot to maintain a 
satisfactory flightpath; and
    (2) If the intensity is greater, the performance capability of the 
simulated airplane in the windshear does not permit the pilot to 
maintain a satisfactory flightpath (crash). Note: The means used to 
accomplish the ``nonsurvivable'' scenario of paragraph 3.b.(2) of this 
attachment, that involve operational elements of the simulated airplane, 
must reflect the dispatch limitations of the airplane.
    c. Be available for use in the FAA-approved windshear flight 
training program.

                            4. Demonstrations

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

                         5. Recording Parameters

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

                 6. Equipment Installation and Operation

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

                       7. Qualification Test Guide

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

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

                        8. Subjective Evaluation

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

                         9. Qualification Basis

    The addition of windshear programming to a simulator in order to 
comply with the qualification for required windshear training

[[Page 136]]

does not change the original qualification basis of the simulator.

                     10. Demonstration Repeatability

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

                             End Information

________________________________________________________________________

  Attachment 6 to Appendix A to Part 60--FSTD Directives Applicable to 
                       Airplane Flight Simulators

           Flight Simulation Training Device (FSTD) Directive

    FSTD Directive 1. Applicable to all Full Flight Simulators (FFS), 
regardless of the original qualification basis and qualification date 
(original or upgrade), having Class II or Class III airport models 
available.
    Agency: Federal Aviation Administration (FAA), DOT.
    Action: This is a retroactive requirement to have all Class II or 
Class III airport models meet current requirements.
________________________________________________________________________
    Summary: Notwithstanding the authorization listed in paragraph 13b 
in Appendices A and C of this part, this FSTD Directive requires each 
certificate holder to ensure that by May 30, 2009, except for the 
airport model(s) used to qualify the simulator at the designated level, 
each airport model used by the certificate holder's instructors or 
evaluators for training, checking, or testing under this chapter in an 
FFS, meets the definition of a Class II or Class III airport model as 
defined in 14CFR part 60. The completion of this requirement will not 
require a report, and the method used for keeping instructors and 
evaluators apprised of the airport models that meet Class II or Class 
III requirements on any given simulator is at the option of the 
certificate holder whose employees are using the FFS, but the method 
used must be available for review by the TPAA for that certificate 
holder.
    Dates: FSTD Directive 1 becomes effective on May 30, 2008.
    For Further Information Contact: Ed Cook, Senior Advisor to the 
Division Manager, Air Transportation Division, AFS-200, 800 Independence 
Ave, SW., Washington, DC 20591; telephone: (404) 832-4701; fax: (404) 
761-8906.

                         Specific Requirements:

    1. Part 60 requires that each FSTD be:
    a. Sponsored by a person holding or applying for an FAA operating 
certificate under Part 119, Part 141, or Part 142, or holding or 
applying for an FAA-approved training program under Part 63, Appendix C, 
for flight engineers, and
    b. Evaluated and issued an SOQ for a specific FSTD level.
    2. FFSs also require the installation of a visual system that is 
capable of providing an out-of-the-flight-deck view of airport models. 
However, historically these airport models were not routinely evaluated 
or required to meet any standardized criteria. This has led to qualified 
simulators containing airport models being used to meet FAA-approved 
training, testing, or checking requirements with potentially incorrect 
or inappropriate visual references.
    3. To prevent this from occurring in the future, by May 30, 2009, 
except for the airport model(s) used to qualify the simulator at the 
designated level, each certificate holder must assure that each airport 
model used for training, testing, or checking under this chapter in a 
qualified FFS meets the definition of a Class II or Class III airport 
model as defined in Appendix F of this part.
    4. These references describe the requirements for visual scene 
management and the minimum distances from which runway or landing area 
features must be visible for all levels of simulator. The airport model 
must provide, for each ``in-use runway'' or ``in-use landing area,'' 
runway or landing area surface and markings, runway or landing area 
lighting, taxiway surface and markings, and taxiway lighting. Additional 
requirements include correlation of the v airport models with other 
aspects of the airport environment, correlation of the aircraft and 
associated equipment, scene quality assessment features, and the control 
of these models the instructor must be able to exercise.
    5. For circling approaches, all requirements of this section apply 
to the runway used for the initial approach and to the runway of 
intended landing.
    6. The details in these models must be developed using airport 
pictures, construction drawings and maps, or other similar data, or 
developed in accordance with published regulatory material. However, 
this FSTD DIRECTIVE 1 does not require that airport models contain 
details that are beyond the initially designed capability of the visual 
system, as currently qualified. The recognized limitations to visual 
systems are as follows:
    a. Visual systems not required to have runway numbers as a part of 
the specific runway marking requirements are:
    (1) Link NVS and DNVS.
    (2) Novoview 2500 and 6000.
    (3) FlightSafety VITAL series up to, and including, VITAL III, but 
not beyond.
    (4) Redifusion SP1, SP1T, and SP2.
    b. Visual systems required to display runway numbers only for LOFT 
scenes are:
    (1) FlightSafety VITAL IV.
    (2) Redifusion SP3 and SP3T.
    (3) Link-Miles Image II.

[[Page 137]]

    c. Visual systems not required to have accurate taxiway edge 
lighting are:
    (1) Redifusion SP1.
    (2) FlightSafety Vital IV.
    (3) Link-Miles Image II and Image IIT
    (4) XKD displays (even though the XKD image generator is capable of 
generating blue colored lights, the display cannot accommodate that 
color).
    7. A copy of this Directive must be filed in the MQTG in the 
designated FSTD Directive Section, and its inclusion must be annotated 
on the Index of Effective FSTD Directives chart. See Attachment 4, 
Appendices A through D for a sample MQTG Index of Effective FSTD 
Directives chart.

[Doc. No. FAA-2002-12461, 73 FR 26490, May 9, 2008]



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

________________________________________________________________________

                            Begin Information

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

                            Table of Contents

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

                             End Information

________________________________________________________________________

                             1. Introduction

________________________________________________________________________

                            Begin Information

    a. This appendix contains background information as well as 
regulatory and informative material as described later in this section. 
To assist the reader in determining what areas are required and what 
areas are permissive, the text in this appendix is divided into two 
sections: ``QPS Requirements'' and ``Information.'' The QPS Requirements 
sections contain details regarding compliance with the part 60 rule 
language. These details are regulatory, but are found only in this 
appendix. The Information sections contain material that is advisory in 
nature, and designed to give the user general information about the 
regulation.
    b. Questions regarding the contents of this publication should be 
sent to the U.S. Department of Transportation, Federal Aviation 
Administration, Flight Standards Service, National Simulator Program 
Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta, 
Georgia, 30354. Telephone contact numbers for the NSP are: phone, 404-
832-4700; fax, 404-761-8906. The general e-mail address for the NSP 
office is: 9-aso-avr-sim-team@faa.gov. The NSP Internet Web Site address 
is: http://www.faa.gov/safety/programs--initiatives/aircraft--aviation/
nsp/. On this Web Site you will find an NSP personnel list with 
telephone and e-mail contact information for each NSP staff member, a 
list of

[[Page 138]]

qualified flight simulation devices, ACs, a description of the 
qualification process, NSP policy, and an NSP ``In-Works'' section. Also 
linked from this site are additional information sources, handbook 
bulletins, frequently asked questions, a listing and text of the Federal 
Aviation Regulations, Flight Standards Inspector's handbooks, and other 
FAA links.
    c. The NSPM encourages the use of electronic media for all 
communication, including any record, report, request, test, or statement 
required by this appendix. The electronic media used must have adequate 
security provisions and be acceptable to the NSPM. The NSPM recommends 
inquiries on system compatibility, and minimum system requirements are 
also included on the NSP Web site.
    d. Related Reading References.
    (1) 14 CFR part 60.
    (2) 14 CFR part 61.
    (3) 14 CFR part 63.
    (4) 14 CFR part 119.
    (5) 14 CFR part 121.
    (6) 14 CFR part 125.
    (7) 14 CFR part 135.
    (8) 14 CFR part 141.
    (9) 14 CFR part 142.
    (10) AC 120-28, as amended, Criteria for Approval of Category III 
Landing Weather Minima.
    (11) AC 120-29, as amended, Criteria for Approving Category I and 
Category II Landing Minima for part 121 operators.
    (12) AC 120-35, as amended, Line Operational Simulations: Line-
Oriented Flight Training, Special Purpose Operational Training, Line 
Operational Evaluation.
    (13) AC 120-41, as amended, Criteria for Operational Approval of 
Airborne Wind Shear Alerting and Flight Guidance Systems.
    (14) AC 120-45, as amended, Airplane Flight Training Device 
Qualification.
    (14) AC 120-57, as amended, Surface Movement Guidance and Control 
System (SMGCS).
    (15) AC 150/5300-13, as amended, Airport Design.
    (16) AC 150/5340-1, as amended, Standards for Airport Markings.
    (17) AC 150/5340-4, as amended, Installation Details for Runway 
Centerline Touchdown Zone Lighting Systems.
    (18) AC 150/5340-19, as amended, Taxiway Centerline Lighting System.
    (19) AC 150/5340-24, as amended, Runway and Taxiway Edge Lighting 
System.
    (20) AC 150/5345-28, as amended, Precision Approach Path Indicator 
(PAPI) Systems.
    (21) International Air Transport Association document, ``Flight 
Simulator Design and Performance Data Requirements,'' as amended.
    (22) AC 25-7, as amended, Flight Test Guide for Certification of 
Transport Category Airplanes.
    (23) AC 23-8A, as amended, Flight Test Guide for Certification of 
Part 23 Airplanes.
    (24) International Civil Aviation Organization (ICAO) Manual of 
Criteria for the Qualification of Flight Simulators, as amended.
    (25) Airplane Flight Simulator Evaluation Handbook, Volume I, as 
amended and Volume II, as amended, The Royal Aeronautical Society, 
London, UK.
    (26) FAA Publication FAA-S-8081 series (Practical Test Standards for 
Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot, and 
Instrument Ratings).
    (27) The FAA Aeronautical Information Manual (AIM). An electronic 
version of the AIM is on the Internet at http://www.faa.gov/atpubs.
    (28) Aeronautical Radio, Inc. (ARINC) document number 436, titled 
Guidelines For Electronic Qualification Test Guide (as amended).
    (29) Aeronautical Radio, Inc. (ARINC) document 610, Guidance for 
Design and Integration of Aircraft Avionics Equipment in Simulators (as 
amended).
________________________________________________________________________

                             End Information

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

________________________________________________________________________

                            Begin Information

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

                       3. Definitions (Sec. 60.3)

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

           4. Qualification Performance Standards (Sec. 60.4)

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

                5. Quality Management System (Sec. 60.5)

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

                             End Information

________________________________________________________________________

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

[[Page 139]]

                            Begin Information

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

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                        8. FTD Use (Sec. 60.11)

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

                             End Information

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

[[Page 140]]

                         Begin QPS Requirements

    a. Flight test data used to validate FTD performance and handling 
qualities must have been gathered in accordance with a flight test 
program containing the following:
    (1) A flight test plan consisting of:
    (a) The maneuvers and procedures required for aircraft certification 
and simulation programming and validation.
    (b) For each maneuver or procedure--
    (i) The procedures and control input the flight test pilot and/or 
engineer used.
    (ii) The atmospheric and environmental conditions.
    (iii) The initial flight conditions.
    (iv) The airplane configuration, including weight and center of 
gravity.
    (v) The data to be gathered.
    (vi) All other information necessary to recreate the flight test 
conditions in the FTD.
    (2) Appropriately qualified flight test personnel.
    (3) An understanding of the accuracy of the data to be gathered 
using appropriate alternative data sources, procedures, and 
instrumentation that is traceable to a recognized standard as described 
in Attachment 2, Table B2F of this appendix.
    (4) Appropriate and sufficient data acquisition equipment or 
system(s), including appropriate data reduction and analysis methods and 
techniques, acceptable to the FAA's Aircraft Certification Service.
    b. The data, regardless of source, must be presented:
    (1) In a format that supports the FTD validation process;
    (2) In a manner that is clearly readable and annotated correctly and 
completely;
    (3) With resolution sufficient to determine compliance with the 
tolerances set forth in Attachment 2, Table B2A, Appendix B;
    (4) With any necessary guidance information provided; and
    (5) Without alteration, adjustments, or bias. Data may be corrected 
to address known data calibration errors provided that an explanation of 
the methods used to correct the errors appears in the QTG. The corrected 
data may be re-scaled, digitized, or otherwise manipulated to fit the 
desired presentation.
    c. After completion of any additional flight test, a flight test 
report must be submitted in support of the validation data. The report 
must contain sufficient data and rationale to support qualification of 
the FTD at the level requested.
    d. As required by Sec. 60.13(f), the sponsor must notify the NSPM 
when it becomes aware that an addition to or a revision of the flight 
related data or airplane systems related data is available if this data 
is used to program and operate a qualified FTD. The data referred to in 
this sub-section are those data that are used to validate the 
performance, handling qualities, or other characteristics of the 
aircraft, including data related to any relevant changes occurring after 
the type certification is issued. The sponsor must--
    (1) Within 10 calendar days, notify the NSPM of the existence of 
this data; and
    (2) Within 45 calendar days, notify the NSPM of--
    (i) The schedule to incorporate this data into the FTD; or
    (ii) The reason for not incorporating this data into the FTD.
    e. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot test results'' in lieu of a 
time-history result, the sponsor or other data provider must ensure that 
a steady state condition exists at the instant of time captured by the 
``snapshot.'' The steady state condition must exist from 4 seconds prior 
to, through 1 second following, the instant of time captured by the snap 
shot.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    f. The FTD sponsor is encouraged to maintain a liaison with the 
manufacturer of the aircraft being simulated (or with the holder of the 
aircraft type certificate for the aircraft being simulated if the 
manufacturer is no longer in business), and if appropriate, with the 
person having supplied the aircraft data package for the FTD in order to 
facilitate the notification described in this paragraph.
    g. It is the intent of the NSPM that for new aircraft entering 
service, at a point well in advance of preparation of the QTG, the 
sponsor should submit to the NSPM for approval, a descriptive document 
(see Appendix A, Table A2C, Sample Validation Data Roadmap for 
Airplanes) containing the plan for acquiring the validation data, 
including data sources. This document should clearly identify sources of 
data for all required tests, a description of the validity of these data 
for a specific engine type and thrust rating configuration, and the 
revision levels of all avionics affecting the performance or flying 
qualities of the aircraft. Additionally, this document should provide 
other information such as the rationale or explanation for cases where 
data or data parameters are missing, instances where engineering 
simulation data are used, or where flight test methods require further 
explanations. It should also provide a brief narrative describing the 
cause and effect of any deviation from data requirements. The aircraft 
manufacturer may provide this document.
    h. There is no requirement for any flight test data supplier to 
submit a flight test

[[Page 141]]

plan or program prior to gathering flight test data. However, the NSPM 
notes that inexperienced data gatherers often provide data that is 
irrelevant, improperly marked, or lacking adequate justification for 
selection. Other problems include inadequate information regarding 
initial conditions or test maneuvers. The NSPM has been forced to refuse 
these data submissions as validation data for an FTD evaluation. It is 
for this reason that the NSPM recommends that any data supplier not 
previously experienced in this area review the data necessary for 
programming and for validating the performance of the FTD and discuss 
the flight test plan anticipated for acquiring such data with the NSPM 
well in advance of commencing the flight tests.
    i. The NSPM will consider, on a case-by-case basis, whether to 
approve supplemental validation data derived from flight data recording 
systems such as a Quick Access Recorder or Flight Data Recorder.

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                          Begin QPS Requirement

    a. In order to be qualified at a particular qualification level, the 
FTD must:
    (1) Meet the general requirements listed in Attachment 1 of this 
appendix;
    (2) Meet the objective testing requirements listed in Attachment 2 
of this appendix (Level 4 FTDs do not require objective tests); and
    (3) Satisfactorily accomplish the subjective tests listed in 
Attachment 3 of this appendix.
    b. The request described in Sec. 60.15(a) must include all of the 
following:
    (1) A statement that the FTD meets all of the applicable provisions 
of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec. 60.15(b) in such time as to be received no 
later than 5 business days prior to the scheduled evaluation and may be 
forwarded to the NSPM via traditional or electronic means.
    (3) Except for a Level 4 FTD, a QTG, acceptable to the NSPM, that 
includes all of the following:
    (a) Objective data obtained from aircraft testing or another 
approved source.
    (b) Correlating objective test results obtained from the performance 
of the FTD as prescribed in the appropriate QPS.
    (c) The result of FTD subjective tests prescribed in the appropriate 
QPS.
    (d) A description of the equipment necessary to perform the 
evaluation for initial qualification and the continuing qualification 
evaluations.
    c. The QTG described in paragraph a(3) of this section, must provide 
the documented proof of compliance with the FTD objective tests in 
Attachment 2, Table B2A of this appendix.
    d. The QTG is prepared and submitted by the sponsor, or the 
sponsor?s agent on behalf of the sponsor, to the NSPM for review and 
approval, and must include, for each objective test:
    (1) Parameters, tolerances, and flight conditions;
    (2) Pertinent and complete instructions for conducting automatic and 
manual tests;
    (3) A means of comparing the FTD test results to the objective data;
    (4) Any other information as necessary to assist in the evaluation 
of the test results;
    (5) Other information appropriate to the qualification level of the 
FTD.
    e. The QTG described in paragraphs (a)(3) and (b) of this section, 
must include the following:
    (1) A QTG cover page with sponsor and FAA approval signature blocks 
(see Attachment 4, Figure B4C, of this appendix, for a sample QTG cover 
page).
    (2) A continuing qualification evaluation requirements page. This 
page will be used by the NSPM to establish and record the frequency with 
which continuing qualification evaluations must be conducted and any 
subsequent changes that may be determined by

[[Page 142]]

the NSPM in accordance with Sec. 60.19. See Attachment 4, Figure B4G, 
of this appendix, for a sample Continuing Qualification Evaluation 
Requirements page.
    (3) An FTD information page that provides the information listed in 
this paragraph, if applicable (see Attachment 4, Figure B4B, of this 
appendix, for a sample FTD information page). For convertible FTDs, the 
sponsor must submit a separate page for each configuration of the FTD.
    (a) The sponsor's FTD identification number or code.
    (b) The airplane model and series being simulated.
    (c) The aerodynamic data revision number or reference.
    (d) The source of the basic aerodynamic model and the aerodynamic 
coefficient data used to modify the basic model.
    (e) The engine model(s) and its data revision number or reference.
    (f) The flight control data revision number or reference.
    (g) The flight management system identification and revision level.
    (h) The FTD model and manufacturer.
    (i) The date of FTD manufacture.
    (j) The FTD computer identification.
    (k) The visual system model and manufacturer, including display 
type.
    (l) The motion system type and manufacturer, including degrees of 
freedom.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) List of all relevant data references.
    (7) A glossary of terms and symbols used (including sign conventions 
and units).
    (8) Statements of compliance and capability (SOCs) with certain 
requirements.
    (9) Recording procedures or equipment required to accomplish the 
objective tests.
    (10) The following information for each objective test designated in 
Attachment 2 of this appendix, as applicable to the qualification level 
sought:
    (a) Name of the test.
    (b) Objective of the test.
    (c) Initial conditions.
    (d) Manual test procedures.
    (e) Automatic test procedures (if applicable).
    (f) Method for evaluating FTD objective test results.
    (g) List of all relevant parameters driven or constrained during the 
automatic test(s).
    (h) List of all relevant parameters driven or constrained during the 
manual test(s).
    (i) Tolerances for relevant parameters.
    (j) Source of Validation Data (document and page number).
    (k) Copy of the Validation Data (if located in a separate binder, a 
cross reference for the identification and page number for pertinent 
data location must be provided).
    (l) FTD Objective Test Results as obtained by the sponsor. Each test 
result must reflect the date completed and must be clearly labeled as a 
product of the device being tested.
    f. A convertible FTD is addressed as a separate FTD for each model 
and series airplane to which it will be converted and for the FAA 
qualification level sought. The NSPM will conduct an evaluation for each 
configuration. If a sponsor seeks qualification for two or more models 
of an airplane type using a convertible FTD, the sponsor must provide a 
QTG for each airplane model, or a QTG for the first airplane model and a 
supplement to that QTG for each additional airplane model. The NSPM will 
conduct evaluations for each airplane model.
    g. The form and manner of presentation of objective test results in 
the QTG must include the following:
    (1) The sponsor's FTD test results must be recorded in a manner 
acceptable to the NSPM, that allows easy comparison of the FTD test 
results to the validation data (e.g., use of a multi-channel recorder, 
line printer, cross plotting, overlays, transparencies).
    (2) FTD results must be labeled using terminology common to airplane 
parameters as opposed to computer software identifications.
    (3) Validation data documents included in a QTG may be 
photographically reduced only if such reduction will not alter the 
graphic scaling or cause difficulties in scale interpretation or 
resolution.
    (4) Scaling on graphical presentations must provide the resolution 
necessary to evaluate the parameters shown in Attachment 2, Table B2A of 
this appendix.
    (5) Tests involving time histories, data sheets (or transparencies 
thereof) and FTD test results must be clearly marked with appropriate 
reference points to ensure an accurate comparison between FTD and 
airplane with respect to time. Time histories recorded via a line 
printer are to be clearly identified for cross-plotting on the airplane 
data. Over-plots may not obscure the reference data.
    h. The sponsor may elect to complete the QTG objective and 
subjective tests at the manufacturer's facility or at the sponsor's 
training facility. If the tests are conducted at the manufacturer's 
facility, the sponsor must repeat at least one-third of the tests at the 
sponsor's training facility in order to substantiate FTD performance. 
The QTG must be clearly annotated to indicate when and where each test 
was accomplished. Tests conducted at the manufacturer's facility and at 
the sponsor's training facility must be conducted after the FTD is 
assembled with systems and sub-systems functional and operating in an 
interactive manner. The test results must be submitted to the NSPM.
    i. The sponsor must maintain a copy of the MQTG at the FTD location.

[[Page 143]]

    j. All FTDs for which the initial qualification is conducted after 
May 30, 2014, must have an electronic MQTG (eMQTG) including all 
objective data obtained from airplane testing, or another approved 
source (reformatted or digitized), together with correlating objective 
test results obtained from the performance of the FTD (reformatted or 
digitized) as prescribed in this appendix. The eMQTG must also contain 
the general FTD performance or demonstration results (reformatted or 
digitized) prescribed in this appendix, and a description of the 
equipment necessary to perform the initial qualification evaluation and 
the continuing qualification evaluations. The eMQTG must include the 
original validation data used to validate FTD performance and handling 
qualities in either the original digitized format from the data supplier 
or an electronic scan of the original time-history plots that were 
provided by the data supplier. A copy of the eMQTG must be provided to 
the NSPM.
    k. All other FTDs (not covered in subparagraph ``j'') must have an 
electronic copy of the MQTG by and after May 30, 2014. An electronic 
copy of the copy of the MQTG must be provided to the NSPM. This may be 
provided by an electronic scan presented in a Portable Document File 
(PDF), or similar format acceptable to the NSPM.
    l. During the initial (or upgrade) qualification evaluation 
conducted by the NSPM, the sponsor must also provide a person 
knowledgeable about the operation of the aircraft and the operation of 
the FTD.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    m. Only those FTDs that are sponsored by a certificate holder as 
defined in Appendix F will be evaluated by the NSPM. However, other FTD 
evaluations may be conducted on a case-by-case basis as the 
Administrator deems appropriate, but only in accordance with applicable 
agreements.
    n. The NSPM will conduct an evaluation for each configuration, and 
each FTD must be evaluated as completely as possible. To ensure a 
thorough and uniform evaluation, each FTD is subjected to the general 
FTD requirements in Attachment 1 of this appendix, the objective tests 
listed in Attachment 2 of this appendix, and the subjective tests listed 
in Attachment 3 of this appendix. The evaluations described herein will 
include, but not necessarily be limited to the following:
    (1) Airplane responses, including longitudinal and lateral-
directional control responses (see Attachment 2 of this appendix);
    (2) Performance in authorized portions of the simulated airplane's 
operating envelope, to include tasks evaluated by the NSPM in the areas 
of surface operations, takeoff, climb, cruise, descent, approach and 
landing, as well as abnormal and emergency operations (see Attachment 2 
of this appendix);
    (3) Control checks (see Attachment 1 and Attachment 2 of this 
appendix);
    (4) Flight deck configuration (see Attachment 1 of this appendix);
    (5) Pilot, flight engineer, and instructor station functions checks 
(see Attachment 1 and Attachment 3 of this appendix);
    (6) Airplane systems and sub-systems (as appropriate) as compared to 
the airplane simulated (see Attachment 1 and Attachment 3 of this 
appendix);
    (7) FTD systems and sub-systems, including force cueing (motion), 
visual, and aural (sound) systems, as appropriate (see Attachment 1 and 
Attachment 2 of this appendix); and
    (8) Certain additional requirements, depending upon the 
qualification level sought, including equipment or circumstances that 
may become hazardous to the occupants. The sponsor may be subject to 
Occupational Safety and Health Administration requirements.
    o. The NSPM administers the objective and subjective tests, which 
includes an examination of functions. The tests include a qualitative 
assessment of the FTD by an NSP pilot. The NSP evaluation team leader 
may assign other qualified personnel to assist in accomplishing the 
functions examination and/or the objective and subjective tests 
performed during an evaluation when required.
    (1) Objective tests provide a basis for measuring and evaluating FTD 
performance and determining compliance with the requirements of this 
part.
    (2) Subjective tests provide a basis for:
    (a) Evaluating the capability of the FTD to perform over a typical 
utilization period;
    (b) Determining that the FTD satisfactorily simulates each required 
task;
    (c) Verifying correct operation of the FTD controls, instruments, 
and systems; and
    (d) Demonstrating compliance with the requirements of this part.
    p. The tolerances for the test parameters listed in Attachment 2 of 
this appendix reflect the range of tolerances acceptable to the NSPM for 
FTD validation and are not to be confused with design tolerances 
specified for FTD manufacture. In making decisions regarding tests and 
test results, the NSPM relies on the use of operational and engineering 
judgment in the application of data (including consideration of the way 
in which the flight test was flown and way the data was gathered and 
applied), data presentations, and the applicable tolerances for each 
test.
    q. In addition to the scheduled continuing qualification evaluation, 
each FTD is subject to evaluations conducted by the NSPM at any time 
without prior notification to the

[[Page 144]]

sponsor. Such evaluations would be accomplished in a normal manner 
(i.e., requiring exclusive use of the FTD for the conduct of objective 
and subjective tests and an examination of functions) if the FTD is not 
being used for flight crewmember training, testing, or checking. 
However, if the FTD were being used, the evaluation would be conducted 
in a non-exclusive manner. This non-exclusive evaluation will be 
conducted by the FTD evaluator accompanying the check airman, 
instructor, Aircrew Program Designee (APD), or FAA inspector aboard the 
FTD along with the student(s) and observing the operation of the FTD 
during the training, testing, or checking activities.
    r. Problems with objective test results are handled as follows:
    (1) If a problem with an objective test result is detected by the 
NSP evaluation team during an evaluation, the test may be repeated or 
the QTG may be amended.
    (2) If it is determined that the results of an objective test do not 
support the qualification level requested but do support a lower level, 
the NSPM may qualify the FTD at a lower level. For example, if a Level 6 
evaluation is requested, but the FTD fails to meet the spiral stability 
test tolerances, it could be qualified at Level 5.
    s. After an FTD is successfully evaluated, the NSPM issues an SOQ to 
the sponsor, the NSPM recommends the FTD to the TPAA, who will approve 
the FTD for use in a flight training program. The SOQ will be issued at 
the satisfactory conclusion of the initial or continuing qualification 
evaluation and will list the tasks for which the FTD is qualified, 
referencing the tasks described in Table B1B in Attachment 1 of this 
appendix. However, it is the sponsor's responsibility to obtain TPAA 
approval prior to using the FTD in an FAA-approved flight training 
program.
    t. Under normal circumstances, the NSPM establishes a date for the 
initial or upgrade evaluation within ten (10) working days after 
determining that a complete QTG is acceptable. Unusual circumstances may 
warrant establishing an evaluation date before this determination is 
made. A sponsor may schedule an evaluation date as early as 6 months in 
advance. However, there may be a delay of 45 days or more in 
rescheduling and completing the evaluation if the sponsor is unable to 
meet the scheduled date. See Attachment 4, Figure B4A, Sample Request 
for Initial, Upgrade, or Reinstatement Evaluation, of this appendix.
    u. The numbering system used for objective test results in the QTG 
should closely follow the numbering system set out in Attachment 2, FTD 
Objective Tests, Table B2A, of this appendix.
    v. Contact the NSPM or visit the NSPM Web site for additional 
information regarding the preferred qualifications of pilots used to 
meet the requirements of Sec. 60.15(d).
    w. Examples of the exclusions for which the FTD might not have been 
subjectively tested by the sponsor or the NSPM and for which 
qualification might not be sought or granted, as described in Sec. 
60.15(g)(6), include engine out maneuvers or circling approaches.

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

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

                             End Information

________________________________________________________________________

              13. Previously Qualified FTDs (Sec. 60.17).

________________________________________________________________________

                         Begin QPS Requirements

    a. In instances where a sponsor plans to remove an FTD from active 
status for a period of less than two years, the following procedures 
apply:
    (1) The NSPM must be notified in writing and the notification must 
include an estimate of the period that the FTD will be inactive;
    (2) Continuing Qualification evaluations will not be scheduled 
during the inactive period;
    (3) The NSPM will remove the FTD from the list of qualified FTDs on 
a mutually established date not later than the date on which the first 
missed continuing qualification evaluation would have been scheduled;
    (4) Before the FTD is restored to qualified status, it must be 
evaluated by the NSPM. The evaluation content and the time required to 
accomplish the evaluation is based on the number of continuing 
qualification evaluations and sponsor-conducted quarterly inspections 
missed during the period of inactivity.
    (5) The sponsor must notify the NSPM of any changes to the original 
scheduled time out of service;
    b. FTDs qualified prior to May 30, 2008, and replacement FTD 
systems, are not required to meet the general FTD requirements, the 
objective test requirements, and the subjective test requirements of 
Attachments 1, 2, and 3 of this appendix as long as the FTD continues to 
meet the test requirements contained in the MQTG developed under the 
original qualification basis.
    c. [Reserved]
    d. FTDs qualified prior to May 30, 2008, may be updated. If an 
evaluation is deemed appropriate or necessary by the NSPM after such an 
update, the evaluation will not require an evaluation to standards 
beyond those against which the FTD was originally qualified.

[[Page 145]]

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

 14. Inspection, Continuing Qualification, Evaluation, and Maintenance 
                       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 check must be 
contained in the sponsor's QMS.
    c. Record ``functional preflight'' in the FTD discrepancy log book 
or other acceptable location, including any item found to be missing, 
malfunctioning, or inoperative.
    d. During the continuing qualification evaluation conducted by the 
NSPM, the sponsor must also provide a person knowledgeable about the 
operation of the aircraft and the operation of the FTD.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    e. The sponsor's test sequence and the content of each quarterly 
inspection required in Sec. 60.19(a)(1) should include a balance and a 
mix from the objective test requirement areas listed as follows:
    (1) Performance.
    (2) Handling qualities.
    (3) Motion system (where appropriate).
    (4) Visual system (where appropriate).
    (5) Sound system (where appropriate).
    (6) Other FTD systems.
    f. If the NSP evaluator plans to accomplish specific tests during a 
normal continuing qualification evaluation that requires the use of 
special equipment or technicians, the sponsor will be notified as far in 
advance of the evaluation as practical; but not less than 72 hours. 
Examples of such tests include latencies, control sweeps, or motion or 
visual system tests.
    g. The continuing qualification evaluations described in Sec. 
60.19(b) will normally require 4 hours of FTD time. However, flexibility 
is necessary to address abnormal situations or situations involving 
aircraft with additional levels of complexity (e.g., computer controlled 
aircraft). The sponsor should anticipate that some tests may require 
additional time. The continuing qualification evaluations will consist 
of the following:
    (1) Review of the results of the quarterly inspections conducted by 
the sponsor since the last scheduled continuing qualification 
evaluation.
    (2) A selection of approximately 8 to 15 objective tests from the 
MQTG that provide an adequate opportunity to evaluate the performance of 
the FTD. The tests chosen will

[[Page 146]]

be performed either automatically or manually and should be able to be 
conducted within approximately one-third (1/3) of the allotted FTD time.
    (3) A subjective evaluation of the FTD to perform a representative 
sampling of the tasks set out in attachment 3 of this appendix. This 
portion of the evaluation should take approximately two-thirds (2/3) of 
the allotted FTD time.
    (4) An examination of the functions of the FTD may include the 
motion system, visual system, sound system as applicable, instructor 
operating station, and the normal functions and simulated malfunctions 
of the airplane systems. This examination is normally accomplished 
simultaneously with the subjective evaluation requirements.
    h. The requirement established in Sec. 60.19(b)(4) regarding the 
frequency of NSPM-conducted continuing qualification evaluations for 
each FTD is typically 12 months. However, the establishment and 
satisfactory implementation of an approved QMS for a sponsor will 
provide a basis for adjusting the frequency of evaluations to exceed 12-
month intervals.

               15. Logging FTD Discrepancies (Sec. 60.20)

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

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

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

                             End Information

________________________________________________________________________

                 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 of this appendix 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. It is the responsibility of the instructor, check airman, or 
representative of the administrator conducting training, testing, or 
checking to exercise reasonable and prudent judgment to determine if any 
MMI component is necessary for the satisfactory completion of a specific 
maneuver, procedure, or task.
    c. If the 29th or 30th day of the 30-day period described in 
60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA will extend 
the deadline until the next business day.
    d. In accordance with the authorization described in Sec. 60.25(b), 
the sponsor may develop a discrepancy prioritizing system to accomplish 
repairs based on the level of impact on the capability of the FTD. 
Repairs having a larger impact on the FTD's ability to provide the 
required training, evaluation, or flight experience will have a higher 
priority for repair or replacement.

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            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.

[[Page 147]]

                             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 record keeping is used, it must provide for 
the preservation and retrieval of information with appropriate security 
or controls to prevent the inappropriate alteration of such records 
after the fact.

                          End QPS Requirements

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

                             23. [Reserved]

                           24. Levels of FTD.

________________________________________________________________________

                            Begin Information

    a. The following is a general description of each level of FTD. 
Detailed standards and tests for the various levels of FTDs are fully 
defined in Attachments 1 through 3 of this appendix.
    (1) Level 4. A device that may have an open airplane-specific flight 
deck area, or an enclosed airplane-specific flight deck and at least one 
operating system. Air/ground logic is required (no aerodynamic 
programming required). All displays may be flat/LCD panel 
representations or actual representations of displays in the aircraft. 
All controls, switches, and knobs may be touch sensitive activation (not 
capable of manual manipulation of the flight controls) or may physically 
replicate the aircraft in control operation.
    (2) Level 5. A device that may have an open airplane-specific flight 
deck area, or an enclosed airplane-specific flight deck; generic 
aerodynamic programming; at least one operating system; and control 
loading that is representative of the simulated airplane only at an 
approach speed and configuration. All displays may be flat/LCD panel 
representations or actual representations of displays in the aircraft. 
Primary and secondary flight controls (e.g., rudder, aileron, elevator, 
flaps, spoilers/speed brakes, engine controls, landing gear, nosewheel 
steering, trim, brakes) must be physical controls. All other controls, 
switches, and knobs may be touch sensitive activation.
    (3) Level 6. A device that has an enclosed airplane-specific flight 
deck; airplane-specific aerodynamic programming; all applicable airplane 
systems operating; control loading that is representative of the 
simulated airplane throughout its ground and flight envelope; and 
significant sound representation. All displays may be flat/LCD panel 
representations or actual representations of displays in the aircraft, 
but all controls, switches, and knobs must physically replicate the 
aircraft in control operation.

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

[[Page 148]]

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

________________________________________________________________________

                         Begin QPS Requirements

                             1. Requirements

    a. Certain requirements included in this appendix must be supported 
with an SOC as defined in Appendix F, which may include objective and 
subjective tests. The requirements for SOCs are indicated in the 
``General FTD Requirements'' column in Table B1A of this appendix.
    b. Table B1A describes the requirements for the indicated level of 
FTD. Many devices include operational systems or functions that exceed 
the requirements outlined in this section. In any event, all systems 
will be tested and evaluated in accordance with this appendix to ensure 
proper operation.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

                              2. Discussion

    a. This attachment describes the general requirements for qualifying 
Level 4 through Level 6 FTDs. The sponsor should also consult the 
objectives tests in Attachment 2 of this appendix and the examination of 
functions and subjective tests listed in Attachment 3 of this appendix 
to determine the complete requirements for a specific level FTD.
    b. The material contained in this attachment is divided into the 
following categories:
    (1) General Flight deck Configuration.
    (2) Programming.
    (3) Equipment Operation.
    (4) Equipment and facilities for instructor/evaluator functions.
    (5) Motion System.
    (6) Visual System.
    (7) Sound System.
    c. Table B1A provides the standards for the General FTD 
Requirements.
    d. Table B1B provides the tasks that the sponsor will examine to 
determine whether the FTD satisfactorily meets the requirements for 
flight crew training, testing, and experience, and provides the tasks 
for which the simulator may be qualified.
    e. Table B1C provides the functions that an instructor/check airman 
must be able to control in the simulator.
    f. It is not required that all of the tasks that appear on the List 
of Qualified Tasks (part of the SOQ) be accomplished during the initial 
or continuing qualification evaluation.

                             End Information

________________________________________________________________________

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

[[Page 149]]

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

[[Page 150]]

 
3.a........  All relevant                 X    X
              instrument
              indications involved
              in the simulation of
              the airplane must
              automatically
              respond to control
              movement or external
              disturbances to the
              simulated airplane;
              e.g., turbulence or
              winds.
------------------------------------------------------------------------
3.b........  Navigation equipment         X    X
              must be installed
              and operate within
              the tolerances
              applicable for the
              airplane.
------------------------------------------------------------------------
             Level 6 must also
              include
              communication
              equipment (inter-
              phone and air/
              ground) like that in
              the airplane and, if
              appropriate to the
              operation being
              conducted, an oxygen
              mask microphone
              system.
             Level 5 need have
              only that navigation
              equipment necessary
              to fly an instrument
              approach.
------------------------------------------------------------------------
3.c........  Installed systems       X    X    X
              must simulate the
              applicable airplane
              system operation,
              both on the ground
              and in flight.
              Installed systems
              must be operative to
              the extent that
              applicable normal,
              abnormal, and
              emergency operating
              procedures included
              in the sponsor's
              training programs
              can be accomplished.
             Level 6 must simulate
              all applicable
              airplane flight,
              navigation, and
              systems operation.
             Level 5 must have at
              least functional
              flight and
              navigational
              controls, displays,
              and instrumentation.
             Level 4 must have at
              least one airplane
              system installed and
              functional.
------------------------------------------------------------------------
3.d........  The lighting            X    X    X   Back-lighted panels
              environment for                       and instruments may
              panels and                            be installed but are
              instruments must be                   not required.
              sufficient for the
              operation being
              conducted.
------------------------------------------------------------------------
3.e........  The FTD must provide              X
              control forces and
              control travel that
              correspond to the
              airplane being
              simulated. Control
              forces must react in
              the same manner as
              in the airplane
              under the same
              flight conditions.
------------------------------------------------------------------------
3.f........  The FTD must provide         X
              control forces and
              control travel of
              sufficient precision
              to manually fly an
              instrument approach.
------------------------------------------------------------------------
4. Instructor or Evaluator Facilities
------------------------------------------------------------------------
4.a........  In addition to the      X    X    X   These seats need not
              flight crewmember                     be a replica of an
              stations, suitable                    aircraft seat and
              seating arrangements                  may be as simple as
              for an instructor/                    an office chair
              check airman and FAA                  placed in an
              Inspector must be                     appropriate
              available. These                      position.
              seats must provide
              adequate view of
              crewmember's
              panel(s).
------------------------------------------------------------------------
4.b........  The FTD must have       X    X    X
              instructor controls
              that permit
              activation of
              normal, abnormal,
              and emergency
              conditions as
              appropriate. Once
              activated, proper
              system operation
              must result from
              system management by
              the crew and not
              require input from
              the instructor
              controls.
------------------------------------------------------------------------
5. Motion System (not required)
------------------------------------------------------------------------

[[Page 151]]

 
5.a........  The FTD may have a           X    X   The motion system
              motion system, if                     standards set out in
              desired, although it                  part 60, Appendix A
              is not required. If                   for at least Level A
              a motion system is                    simulators is
              installed and                         acceptable.
              additional training,
              testing, or checking
              credits are being
              sought on the basis
              of having a motion
              system, the motion
              system operation may
              not be distracting
              and must be coupled
              closely to provide
              integrated sensory
              cues. The motion
              system must also
              respond to abrupt
              input at the pilot's
              position within the
              allotted time, but
              not before the time
              when the airplane
              responds under the
              same conditions.
------------------------------------------------------------------------
5.b........  If a motion system is             X   The motion system
              installed, it must                    standards set out in
              be measured by                        part 60, Appendix A
              latency tests or                      for at least Level A
              transport delay                       simulators is
              tests and may not                     acceptable.
              exceed 300
              milliseconds.
              Instrument response
              may not occur prior
              to motion onset.
------------------------------------------------------------------------
6. Visual System
------------------------------------------------------------------------
6.a........  The FTD may have a      X    X    X
              visual system, if
              desired, although it
              is not required. If
              a visual system is
              installed, it must
              meet the following
              criteria:
------------------------------------------------------------------------
6.a.1......  The visual system       X    X
              must respond to
              abrupt input at the
              pilot's position.
             An SOC is required...
------------------------------------------------------------------------
6.a.2......  The visual system       X    X    X
              must be at least a
              single channel, non-
              collimated display.
             An SOC is required...
------------------------------------------------------------------------
6.a.3......  The visual system       X    X    X
              must provide at
              least a field-of-
              view of 18[deg]
              vertical / 24[deg]
              horizontal for the
              pilot flying.
             An SOC is required...
------------------------------------------------------------------------
6.a.4......  The visual system       X    X    X
              must provide for a
              maximum parallax of
              10[deg] per pilot.
             An SOC is required...
------------------------------------------------------------------------
6.a.5......  The visual scene        X    X    X
              content may not be
              distracting.
             An SOC is required...
------------------------------------------------------------------------
6.a.6......  The minimum distance    X    X    X
              from the pilot's eye
              position to the
              surface of a direct
              view display may not
              be less than the
              distance to any
              front panel
              instrument.
             An SOC is required...
------------------------------------------------------------------------
6.a.7......  The visual system       X    X    X
              must provide for a
              minimum resolution
              of 5 arc-minutes for
              both computed and
              displayed pixel size.
             An SOC is required...
------------------------------------------------------------------------

[[Page 152]]

 
6.b........  If a visual system is             X   Directly projected,
              installed and                         non-collimated
              additional training,                  visual displays may
              testing, or checking                  prove to be
              credits are being                     unacceptable for
              sought on the basis                   dual pilot
              of having a visual                    applications.
              system, a visual
              system meeting the
              standards set out
              for at least a Level
              A FFS (see Appendix
              A of this part) will
              be required. A
              ``direct-view,'' non-
              collimated visual
              system (with the
              other requirements
              for a Level A visual
              system met) may be
              considered
              satisfactory for
              those installations
              where the visual
              system design ``eye
              point'' is
              appropriately
              adjusted for each
              pilot's position
              such that the
              parallax error is at
              or less than 10[deg]
              simultaneously for
              each pilot.
             An SOC is required...
------------------------------------------------------------------------
7. Sound System
------------------------------------------------------------------------
7.a........  The FTD must simulate             X
              significant flight
              deck sounds
              resulting from pilot
              actions that
              correspond to those
              heard in the
              airplane.
------------------------------------------------------------------------


                 Table B1B--Table of Tasks vs. FTD Level
------------------------------------------------------------------------
                 QPS requirements                       Information
------------------------------------------------------------------------
                   Subjective         FTD level
                Requirements--In   ---------------
             order to be qualified
                   at the FTD
              qualification level
               indicated, the FTD
 Entry No.      must be able to                            Notes
              perform at least the   4    5    6
             tasks associated with
                 that level of
               qualification. See
              Notes 1 and 2 at the
                end of the Table
------------------------------------------------------------------------
1. Preflight Procedures.
------------------------------------------------------------------------
1.a........  Preflight Inspection    A    A    X
              (flight deck only).
------------------------------------------------------------------------
1.b........  Engine Start.........   A    A    X
------------------------------------------------------------------------
1.c........  Pre-takeoff Checks...   A    A    X
------------------------------------------------------------------------
2. Takeoff and Departure Phase.
------------------------------------------------------------------------
2.a........  Rejected Takeoff       ...  ...   A
              (requires visual
              system).
------------------------------------------------------------------------
2.b........  Departure Procedure..  ...   X    X
------------------------------------------------------------------------
3. In-flight Maneuvers.
------------------------------------------------------------------------
3.a........  a. Steep Turns.......  ...   X    X
------------------------------------------------------------------------
3.b........  b. Approaches to       ...   A    X
              Stalls.
------------------------------------------------------------------------
3.c........  c. Engine Failure      ...   A    X
              (procedures only)--
              Multiengine Airplane.
------------------------------------------------------------------------
3.d........  d. Engine Failure      ...   A    X
              (procedures only)--
              Single-Engine
              Airplane.
------------------------------------------------------------------------
3.e........  e. Specific Flight      A    A    A
              Characteristics
              incorporated into
              the user's FAA
              approved flight
              training program.
------------------------------------------------------------------------
4. Instrument Procedures.
------------------------------------------------------------------------
4.a........  Standard Terminal      ...   A    X
              Arrival/Flight
              Management System
              Arrival.
------------------------------------------------------------------------
4.b........  Holding..............  ...   A    X
------------------------------------------------------------------------

[[Page 153]]

 
4.c........  Precision Instrument,  ...   A    X   e.g., Autopilot,
              all engines                           Manual (Flt. Dir.
              operating.                            Assisted), Manual
                                                    (Raw Data).
------------------------------------------------------------------------
4.d........  Non-precision          ...   A    X   e.g., NDB, VOR, VOR/
              Instrument, all                       DME, VOR/TAC, RNAV,
              engines operating.                    LOC, LOC/BC, ADF,
                                                    and SDF.
------------------------------------------------------------------------
4.e........  Circling Approach      ...  ...   A
              (requires visual
              system).
------------------------------------------------------------------------
4.f........  Missed Approach......  ...   A    X
------------------------------------------------------------------------
5. Normal and Abnormal Procedures.
------------------------------------------------------------------------
5.a........  Engine (including       A    A    X
              shutdown and
              restart--procedures
              only).
------------------------------------------------------------------------
5.b........  Fuel System..........   A    A    X
------------------------------------------------------------------------
5.c........  Electrical System....   A    A    X
------------------------------------------------------------------------
5.d........  Hydraulic System.....   A    A    X
------------------------------------------------------------------------
5.e........  Environmental and       A    A    X
              Pressurization
              Systems.
------------------------------------------------------------------------
5.f........  Fire Detection and      A    A    X
              Extinguisher Systems.
------------------------------------------------------------------------
5.g........  Navigation and          A    A    X
              Avionics Systems.
------------------------------------------------------------------------
5.h........  Automatic Flight        A    A    X
              Control System,
              Electronic Flight
              Instrument System,
              and Related
              Subsystems.
------------------------------------------------------------------------
5.i........  Flight Control          A    A    X
              Systems.
------------------------------------------------------------------------
5.j........  Anti-ice and Deice      A    A    X
              Systems.
------------------------------------------------------------------------
5.k........  Aircraft and Personal   A    A    X
              Emergency Equipment.
------------------------------------------------------------------------
6. Emergency Procedures.
------------------------------------------------------------------------
6.a........  Emergency Descent      ...   A    X
              (maximum rate).
------------------------------------------------------------------------
6.b........  Inflight Fire and      ...   A    X
              Smoke Removal.
------------------------------------------------------------------------
6.c........  Rapid Decompression..  ...   A    X
------------------------------------------------------------------------
6.d........  Emergency Evacuation.   A    A    X
------------------------------------------------------------------------
7. Postflight Procedures.
------------------------------------------------------------------------
7.a........  After-Landing           A    A    X
              Procedures.
------------------------------------------------------------------------
7.b........  Parking and Securing.   A    A   X
------------------------------------------------------------------------
Note 1: An ``A'' in the table indicates that the system, task, or
  procedure, although not required to be present, may be examined if the
  appropriate airplane system is simulated in the FTD and is working
  properly.
Note 2: Items not installed or not functional on the FTD and not
  appearing on the SOQ Configuration List, are not required to be listed
  as exceptions on the SOQ.


          Table B1C--Table of FTD System Tasks QPS requirements
------------------------------------------------------------------------
                 QPS Requirements                       Information
------------------------------------------------------------------------
                   Subjective         FTD level
                Requirements  In   ---------------
             order to be qualified
                   at the FTD
              qualification level
 Entry No.     indicated, the FTD                          Notes
                must be able to      4    5    6
              perform at least the
             tasks associated with
                 that level of
                 qualification.
------------------------------------------------------------------------
1. Instructor Operating Station (IOS).
------------------------------------------------------------------------

[[Page 154]]

 
1.a........  Power switch(es).....   X    X    X
------------------------------------------------------------------------
1.b........  Airplane conditions..   A    X    X   e.g., GW, CG, Fuel
                                                    loading, Systems,
                                                    Ground Crew.
------------------------------------------------------------------------
1.c........  Airports/Runways.....   X    X    X   e.g., Selection and
                                                    Presets; Surface and
                                                    Lighting controls if
                                                    equipped with a
                                                    visual system.
------------------------------------------------------------------------
1.d........  Environmental           X    X    X   e.g., Temp, Wind.
              controls.
------------------------------------------------------------------------
1.e........  Airplane system         A    X    X
              malfunctions
              (Insertion/deletion).
------------------------------------------------------------------------
1.f........  Locks, Freezes, and     X    X    X
              Repositioning.
------------------------------------------------------------------------
1.g........  Sound Controls. (On/    X    X    X
              off/adjustment).
------------------------------------------------------------------------
1.h........  Motion/Control          A    A    A
              Loading System, as
              appropriate. On/off/
              emergency stop.
------------------------------------------------------------------------
2. Observer Seats/Stations.
------------------------------------------------------------------------
2.a........  Position/Adjustment/    X    X   X
              Positive restraint
              system.
------------------------------------------------------------------------
Note 1: An ``A'' in the table indicates that the system, task, or
  procedure, although not required to be present, may be examined if the
  appropriate system is in the FTD and is working properly.

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

________________________________________________________________________

                            Begin Information

                              1. Discussion

    a. For the purposes of this attachment, the flight conditions 
specified in the Flight Conditions Column of Table B2A, are defined as 
follows:
    (1) Ground--on ground, independent of airplane configuration;
    (2) Take-off--gear down with flaps/slats in any certified takeoff 
position;
    (3) First segment climb--gear down with flaps/slats in any certified 
takeoff position (normally not above 50 ft AGL);
    (4) Second segment climb--gear up with flaps/slats in any certified 
takeoff position (normally between 50 ft and 400 ft AGL);
    (5) Clean--flaps/slats retracted and gear up;
    (6) Cruise--clean configuration at cruise altitude and airspeed;
    (7) Approach--gear up or down with flaps/slats at any normal 
approach position as recommended by the airplane manufacturer; and
    (8) Landing--gear down with flaps/slats in any certified landing 
position.
    b. The format for numbering the objective tests in Appendix A, 
Attachment 2, Table A2A, and the objective tests in Appendix B, 
Attachment 2, Table B2A, is identical. However, each test required for 
FFSs is not necessarily required for FTDs. Also, each test required for 
FTDs is not necessarily required for FFSs. Therefore, when a test number 
(or series of numbers) is not required, the term ``Reserved'' is used in 
the table at that location. Following this numbering format provides a 
degree of commonality between the two tables and substantially reduces 
the potential for confusion when referring to objective test numbers for 
either FFSs or FTDs.
    c. The reader is encouraged to review the Airplane Flight Simulator 
Evaluation Handbook, Volumes I and II, published by the Royal 
Aeronautical Society, London, UK, and FAA AC 25-7, as amended, Flight 
Test Guide for Certification of Transport Category Airplanes, and AC 23-
8, as amended, Flight Test Guide for Certification of Part 23 Airplanes, 
for references and examples regarding flight testing requirements and 
techniques.
    d. If relevant winds are present in the objective data, the wind 
vector should be clearly noted as part of the data presentation, 
expressed in conventional terminology, and related to the runway being 
used for the test.
    e. A Level 4 FTD does not require objective tests and therefore, 
Level 4 is not addressed in the following table.

                             End Information

[[Page 155]]

                         Begin QPS Requirements

                          2. Test Requirements

    a. The ground and flight tests required for qualification are listed 
in Table B2A Objective Tests. Computer generated FTD test results must 
be provided for each test except where an alternate test is specifically 
authorized by the NSPM. If a flight condition or operating condition is 
required for the test but does not apply to the airplane being simulated 
or to the qualification level sought, it may be disregarded (e.g., an 
engine out missed approach for a single-engine airplane; a maneuver 
using reverse thrust for an airplane without reverse thrust capability). 
Each test result is compared against the validation data described in 
Sec. 60.13, and in Appendix B. The results must be produced on an 
appropriate recording device acceptable to the NSPM and must include FTD 
number, date, time, conditions, tolerances, and appropriate dependent 
variables portrayed in comparison to the validation data. Time histories 
are required unless otherwise indicated in Table B2A. All results must 
be labeled using the tolerances and units given.
    b. Table B2A in this attachment sets out the test results required, 
including the parameters, tolerances, and flight conditions for FTD 
validation. Tolerances are provided for the listed tests because 
mathematical modeling and acquisition and development of reference data 
are often inexact. All tolerances listed in the following tables are 
applied to FTD performance. When two tolerance values are given for a 
parameter, the less restrictive may be used unless otherwise indicated. 
In those cases where a tolerance is expressed only as a percentage, the 
tolerance percentage applies to the maximum value of that parameter 
within its normal operating range as measured from the neutral or zero 
position unless otherwise indicated.
    c. Certain tests included in this attachment must be supported with 
a SOC. In Table B2A, requirements for SOCs are indicated in the ``Test 
Details'' column.
    d. When operational or engineering judgment is used in making 
assessments for flight test data applications for FTD validity, such 
judgment may not be limited to a single parameter. For example, data 
that exhibit rapid variations of the measured parameters may require 
interpolations or a ``best fit'' data section. All relevant parameters 
related to a given maneuver or flight condition must be provided to 
allow overall interpretation. When it is difficult or impossible to 
match FTD to airplane data throughout a time history, differences must 
be justified by providing a comparison of other related variables for 
the condition being assessed.
    e. It is not acceptable to program the FTD so that the mathematical 
modeling is correct only at the validation test points. Unless noted 
otherwise, tests must represent airplane performance and handling 
qualities at operating weights and centers of gravity (CG) typical of 
normal operation. If a test is supported by aircraft data at one extreme 
weight or CG, another test supported by aircraft data at mid-conditions 
or as close as possible to the other extreme is necessary. Certain tests 
that are relevant only at one extreme CG or weight condition need not be 
repeated at the other extreme. The results of the tests for Level 6 are 
expected to be indicative of the device's performance and handling 
qualities throughout all of the following:
    (1) The airplane weight and CG envelope;
    (2) The operational envelope; and
    (3) Varying atmospheric ambient and environmental conditions--
including the extremes authorized for the respective airplane or set of 
airplanes.
    f. When comparing the parameters listed to those of the airplane, 
sufficient data must also be provided to verify the correct flight 
condition and airplane configuration changes. For example, to show that 
control force is within the parameters for a static stability test, data 
to show the correct airspeed, power, thrust or torque, airplane 
configuration, altitude, and other appropriate datum identification 
parameters must also be given. If comparing short period dynamics, 
normal acceleration may be used to establish a match to the airplane, 
but airspeed, altitude, control input, airplane configuration, and other 
appropriate data must also be given. If comparing landing gear change 
dynamics, pitch, airspeed, and altitude may be used to establish a match 
to the airplane, but landing gear position must also be provided. All 
airspeed values must be properly annotated (e.g., indicated versus 
calibrated). In addition, the same variables must be used for comparison 
(e.g., compare inches to inches rather than inches to centimeters).
    g. The QTG provided by the sponsor must clearly describe how the FTD 
will be set up and operated for each test. Each FTD subsystem may be 
tested independently, but overall integrated testing of the FTD must be 
accomplished to assure that the total FTD system meets the prescribed 
standards. A manual test procedure with explicit and detailed steps for 
completing each test must also be provided.
    h. For previously qualified FTDs, the tests and tolerances of this 
attachment may be used in subsequent continuing qualification 
evaluations for any given test if the sponsor has submitted a proposed 
MQTG revision to the NSPM and has received NSPM approval.
    i. FTDs are evaluated and qualified with an engine model simulating 
the airplane data supplier's flight test engine. For qualification of 
alternative engine models (either variations of the flight test engines 
or other manufacturer's engines) additional tests

[[Page 156]]

with the alternative engine models may be required. This attachment 
contains guidelines for alternative engines.
    j. Testing Computer Controlled Aircraft (CCA) simulators, or other 
highly augmented airplane simulators, flight test data is required for 
the Normal (N) and/or Non-normal (NN) control states, as indicated in 
this attachment. Where test results are independent of control state, 
Normal or Non-normal control data may be used. All tests in Table B2A 
require test results in the Normal control state unless specifically 
noted otherwise in the Test Details section following the CCA 
designation. The NSPM will determine what tests are appropriate for 
airplane simulation data. When making this determination, the NSPM may 
require other levels of control state degradation for specific airplane 
tests. Where Non-normal control states are required, test data must be 
provided for one or more Non-normal control states, and must include the 
least augmented state. Where applicable, flight test data must record 
Normal and Non-normal states for:
    (1) Pilot controller deflections or electronically generated inputs, 
including location of input; and
    (2) Flight control surface positions unless test results are not 
affected by, or are independent of, surface positions.
    k. Tests of handling qualities must include validation of 
augmentation devices. FTDs for highly augmented airplanes will be 
validated both in the unaugmented configuration (or failure state with 
the maximum permitted degradation in handling qualities) and the 
augmented configuration. Where various levels of handling qualities 
result from failure states, validation of the effect of the failure is 
necessary. Requirements for testing will be mutually agreed to between 
the sponsor and the NSPM on a case-by-case basis.
    l. Some tests will not be required for airplanes using airplane 
hardware in the FTD flight deck (e.g., ``side stick controller''). These 
exceptions are noted in Section 2 ``Handling Qualities'' in Table B2A of 
this attachment. However, in these cases, the sponsor must provide a 
statement that the airplane hardware meets the appropriate 
manufacturer's specifications and the sponsor must have supporting 
information to that fact available for NSPM review.
    m. For objective test purposes, see Appendix F of this part for the 
definitions of ``Near maximum,'' ``Light,'' and ``Medium'' gross weight.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    n. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot test results'' in lieu of a 
time-history result, the sponsor or other data provider must ensure that 
a steady state condition exists at the instant of time captured by the 
``snapshot.'' The steady state condition must exist from 4 seconds prior 
to, through 1 second following, the instant of time captured by the snap 
shot.
    o. Refer to AC 120-27, ``Aircraft Weight and Balance'' and FAA-H-
8083-1, ``Aircraft Weight and Balance Handbook'' for more information.

                             End Information

[[Page 157]]



                             Table B2A--Flight Training Device (FTD) Objective Tests
----------------------------------------------------------------------------------------------------------------
                                                QPS requirements
-----------------------------------------------------------------------------------------------------------------
             Test                                                                        FTD       Information
-------------------------------                        Flight                           level  -----------------
                                   Tolerances        conditions       Test details   ----------
  Entry No.         Title                                                              5    6         Notes
----------------------------------------------------------------------------------------------------------------
1. Performance
----------------------------------------------------------------------------------------------------------------
1.a.........  (Reserved)
----------------------------------------------------------------------------------------------------------------
1.b.........  Takeoff
----------------------------------------------------------------------------------------------------------------
1.b.1.......  Ground            5% time                      acceleration                required only
               Time.             or  sec.                              of the segment              sought.
                                                                     from brake
                                                                     release to VR.
                                                                    Preliminary
                                                                     aircraft
                                                                     certification
                                                                     data may be
                                                                     used.
----------------------------------------------------------------------------------------------------------------
1.b.2.        (Reserved)
through
 1.b.6..
----------------------------------------------------------------------------------------------------------------
1.b.7.......  Rejected Takeoff  5% time                      at least 80% of             required only
                                 or .5 sec.                            of the Rejected             sought.
                                                                     Takeoff to full
                                                                     stop.
----------------------------------------------------------------------------------------------------------------
1.b.8.......  (Reserved)
----------------------------------------------------------------------------------------------------------------
1.c.........  Climb
----------------------------------------------------------------------------------------------------------------
1.c.1.......  Normal Climb all  3 kt                         or airplane
               operating.        airspeed, 5% or 100 ft/min                         climb speed and
                                 (0.5 m/sec)                         at nominal
                                 climb rate.                         altitude. May
                                                                     be a snapshot
                                                                     test result.
                                                                     FTD performance
                                                                     must be
                                                                     recorded over
                                                                     an interval of
                                                                     at least 1,000
                                                                     ft (300 m).
----------------------------------------------------------------------------------------------------------------
1.c.2.        (Reserved)
through
 1.c.4..
----------------------------------------------------------------------------------------------------------------
1.d.........  (Reserved)
----------------------------------------------------------------------------------------------------------------
1.e.........  (Reserved)
----------------------------------------------------------------------------------------------------------------
1.f.........  Engines
----------------------------------------------------------------------------------------------------------------

[[Page 158]]

 
1.f.1.......  Acceleration....  Level 6: 10% Tt, or                         EPR, Torque,                for definitions
                                 0.25 sec.                     Pressure) from
                                Level 5: 1 sec.                             for a rapid
                                                                     (slam) throttle
                                                                     movement.
----------------------------------------------------------------------------------------------------------------
1.f.2.......  Deceleration....  Level 6: 10% Tt, or                         EPR, Torque,                for definitions
                                 0.25 sec.                     Pressure) from
                                Level 5: 1 sec.                             for a rapid
                                                                     (slam) throttle
                                                                     movement.
----------------------------------------------------------------------------------------------------------------
2. Handling Qualities
----------------------------------------------------------------------------------------------------------------
              For FTDs requiring Static tests at the controls (i.e., column, wheel,             Testing of
               rudder pedal), special test fixtures will not be required during                  position versus
               initial or upgrade evaluations if the sponsor's QTG/MQTG shows both               force is not
               test fixture results and the results of an alternative approach, such             applicable if
               as computer plots produced concurrently, that show satisfactory                   forces are
               agreement. Repeat of the alternative method during the initial or                 generated
               upgrade evaluation would then satisfy this test requirement.                      solely by use
                                                                                                 of airplane
                                                                                                 hardware in the
                                                                                                 FTD.
----------------------------------------------------------------------------------------------------------------
2.a.........  Static Control Tests
----------------------------------------------------------------------------------------------------------------
2.a.1.a.....  Pitch Controller  2 lb                         for an
               Force and         (0.9 daN)                           uninterrupted
               Surface           breakout, 10% or 5 lb (2.2 daN)
                                 force, 2[deg]
                                 elevator.
----------------------------------------------------------------------------------------------------------------
2.a.1.b.....  Pitch Controller  2 lb       sponsor.          during initial              on continuing
               Force.            (0.9 daN)                           qualification               qualification
                                 breakout, 10% or 5 lb (2.2 daN)                     to the stops.               for Level 5 to
                                 force.                              The recorded                be able to
                                                                     tolerances                  manually fly an
                                                                     apply to                    instrument
                                                                     subsequent                  approach; and
                                                                     comparisons on              not to compare
                                                                     continuing                  results to
                                                                     qualification               flight test or
                                                                     evaluations.                other such
                                                                                                 data.
----------------------------------------------------------------------------------------------------------------
2.a.2.a.....  Roll Controller   2 lb                         for an
               Force and         (0.9 daN)                           uninterrupted
               Surface           breakout, 10% or 3 lb (1.3 daN)
                                 force, 2[deg]
                                 aileron, 3[deg] spoiler
                                 angle.
----------------------------------------------------------------------------------------------------------------

[[Page 159]]

 
2.a.2.b.....  Roll Controller   2 lb       sponsor.          during initial              on continuing
               Force.            (0.9 daN)                           qualification               qualification
                                 breakout, 10% or 3 lb (1.3 daN)                     to the stops.               for Level 5 to
                                 force.                              The recorded                be able to
                                                                     tolerances                  manually fly an
                                                                     apply to                    instrument
                                                                     subsequent                  approach; and
                                                                     comparisons on              not to compare
                                                                     continuing                  results to
                                                                     qualification               flight test or
                                                                     evaluations.                other such
                                                                                                 data.
----------------------------------------------------------------------------------------------------------------
2.a.3.a.....  Rudder Pedal      5 lb                         for an
               Force and         (2.2 daN)                           uninterrupted
               Surface           breakout, 10% or 5 lb (2.2 daN)
                                 force, 2[deg] rudder
                                 angle.
----------------------------------------------------------------------------------------------------------------
2.a.3.b.....  Rudder Pedal      5 lb       sponsor.          during initial              on continuing
               Force.            (2.2 daN)                           qualification               qualification
                                 breakout, 10% or 5 lb (2.2 daN)                     to the stops.               for Level 5 to
                                 force.                              The recorded                be able to
                                                                     tolerances                  manually fly an
                                                                     apply to                    instrument
                                                                     subsequent                  approach; and
                                                                     comparisons on              not to compare
                                                                     continuing                  results to
                                                                     qualification               flight test or
                                                                     evaluations.                other such
                                                                                                 data.
----------------------------------------------------------------------------------------------------------------
2.a.4.......  Nosewheel         2 lb                         of an
               Controller        (0.9 daN)                           uninterrupted
               Force.            breakout, 10% or 3 lb (1.3 daN)
                                 force.
----------------------------------------------------------------------------------------------------------------
2.a.5.......  Rudder Pedal      2[deg]                       of an
               Calibration.      nosewheel angle.                    uninterrupted
                                                                     control sweep
                                                                     to the stops.
----------------------------------------------------------------------------------------------------------------
2.a.6.......  Pitch Trim        0.5[deg]                                                 the test is to
               Surface           of computed                                                     compare the FTD
               Position          trim surface                                                    against design
               Calibration.      angle.                                                          data or
                                                                                                 equivalent.
----------------------------------------------------------------------------------------------------------------
2.a.7.......  (Reserved)
----------------------------------------------------------------------------------------------------------------
2.a.8.......  Alignment of      5[deg]                       simultaneous
               Throttle Lever    of throttle                         recording for
               vs. Selected      lever angle or                      all engines.
               Engine            0.8 in                       apply against
                                 (2 cm) for                          airplane data
                                 power control                       and between
                                 without angular                     engines. In the
                                 travel, or                          case of
                                 3% N1,                       powered
                                 or .03 EPR, or                        is present, it
                                 3%                           checked. For
                                 maximum rated                       airplanes with
                                 manifold                            throttle
                                 pressure, or                        ``detents,''
                                 3%                           must be
                                 torque.                             presented. May
                                                                     be a series of
                                                                     snapshot test
                                                                     results.
----------------------------------------------------------------------------------------------------------------

[[Page 160]]

 
2.a.9.......  Brake Pedal       5 lb                         are required:               required unless
               Force.            (2.2 daN) or                        Zero and                    RTO credit is
                                 10% force.                          maximum                     sought.
                                                                     deflection.
                                                                     Computer output
                                                                     results may be
                                                                     used to show
                                                                     compliance.
----------------------------------------------------------------------------------------------------------------
2.b.........  (Reserved)
----------------------------------------------------------------------------------------------------------------
2.c.........  Longitudinal Control Tests
----------------------------------------------------------------------------------------------------------------
Power setting is that required for level flight unless otherwise specified.
----------------------------------------------------------------------------------------------------------------
2.c.1.......  Power Change      5 lb                         of snapshot
                                 (2.2 daN) or,                       test results.
                                 20%                          dynamics test
                                 pitch conrol                        as described in
                                 force.                              test 2.c.1 of
                                                                     Table A2A of
                                                                     this part will
                                                                     be accepted.
                                                                     CCA: Test in
                                                                     Normal and Non-
                                                                     normal control
                                                                     states.
----------------------------------------------------------------------------------------------------------------
2.c.2.......  Flap/Slat Change  5 lb       initial flap      of snapshot
                                 (2.2 daN) or,     retraction, and   test results.
                                 20%        landing.          change dynamics
                                 pitch conrol                        test as
                                 force.                              described in
                                                                     test 2.c.2 of
                                                                     Table A2A of
                                                                     this part will
                                                                     be accepted.
                                                                     CCA: Test in
                                                                     Normal and Non-
                                                                     normal control
                                                                     states.
----------------------------------------------------------------------------------------------------------------
2.c.3.......  (Reserved)
----------------------------------------------------------------------------------------------------------------
2.c.4.......  Gear Change       5 lb       (retraction)      of snapshot
                                 (2.2 daN) or,     and Approach      test results.
                                 20%                          dynamics test
                                 pitch conrol                        as described in
                                 force.                              test 2.c.4 of
                                                                     Table A2A of
                                                                     this part will
                                                                     be accepted.
                                                                     CCA: Test in
                                                                     Normal and Non-
                                                                     normal control
                                                                     states.
----------------------------------------------------------------------------------------------------------------
2.c.5.......  Longitudinal      0.5[deg]   Approach, and     state condition
                                 trim surface      Landing.          with wings
                                 angle 1[deg]                             level flight.
                                 elevator 1[deg] pitch                       tests Level 5
                                 angle 5% net thrust                      stick and trim
                                 or equivalent.                      controllers in
                                                                     lieu of
                                                                     elevator and
                                                                     trim surface.
                                                                     CCA: Test in
                                                                     Normal and Non-
                                                                     normal control
                                                                     states.
----------------------------------------------------------------------------------------------------------------

[[Page 161]]

 
2.c.6.......  Longitudinal      5 lb       Approach, and     history data or
               Stability         (2.2 daN)                     snapshot tests
                                 or 0% pitch                           up to 30[deg]
                                 controller                          of bank for
                                 force                               approach and
                                 Alternative                         landing
                                 method: 1[deg] or                          for up to
                                 10%                          for the cruise
                                 change of                           configuration.
                                 elevator.                           The force
                                                                     tolerance is
                                                                     not applicable
                                                                     if forces are
                                                                     generated
                                                                     solely by the
                                                                     use of airplane
                                                                     hardware in the
                                                                     FTD. The
                                                                     alternative
                                                                     method applies
                                                                     to airplanes
                                                                     that do not
                                                                     exhibit ``stick-
                                                                     force-per-g''
                                                                     characteristics
                                                                     . CCA: Test in
                                                                     Normal and Non-
                                                                     normal control
                                                                     states.
----------------------------------------------------------------------------------------------------------------
2.c.7.......  Longitudinal      5 lb                         of snapshot
               Stability.        (2.2 daN)                     Record results
                                 or 0% pitch                           and 2 speeds
                                 controller                          below trim
                                 force.                              speed. The
                                Alternative                          force tolerance
                                 method: 1[deg] or                          forces are
                                 10%                          solely by the
                                 change of                           use of airplane
                                 elevator.                           hardware in the
                                                                     FTD. The
                                                                     alternative
                                                                     method applies
                                                                     to airplanes
                                                                     that do not
                                                                     exhibit speed
                                                                     stability
                                                                     characteristics
                                                                     . Level 5 must
                                                                     exhibit
                                                                     positive static
                                                                     stability, but
                                                                     need not comply
                                                                     with the
                                                                     numerical
                                                                     tolerance. CCA:
                                                                     Test in Normal
                                                                     and Non-normal
                                                                     control states.
----------------------------------------------------------------------------------------------------------------
2.c.8.......  Stall Warning     3 kts.     Climb, and        maneuver must
               stall warning     airspeed, 2[deg] bank                        near idle power
                                 for speeds                          and wings level
                                 greater than                        (1g). Record
                                 actuation of                        the stall
                                 stall warning                       warning signal
                                 device or                           and initial
                                 initial buffet.                     buffet if
                                                                     applicable.
                                                                     CCA: Test in
                                                                     Normal and Non-
                                                                     normal control
                                                                     states.
----------------------------------------------------------------------------------------------------------------
2.c.9.a.....  Phugoid Dynamics  10%                          include
                                 period, 10% of time to                     following:
                                 \1/2\ or double                     Three full
                                 amplitude or                        cycles (six
                                 .02 of                       after the input
                                 damping ratio.                      is completed),
                                                                     or the number
                                                                     of cycles
                                                                     sufficient to
                                                                     determine time
                                                                     to \1/2\ or
                                                                     double
                                                                     amplitude. CCA:
                                                                     Test in Non-
                                                                     normal control
                                                                     state.
----------------------------------------------------------------------------------------------------------------
2.c.9.b.....  Phugoid Dynamics  10%                          include
                                 period,                             whichever is
                                 Representative                      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. CCA:
                                                                     Test in Non-
                                                                     normal control
                                                                     state.
----------------------------------------------------------------------------------------------------------------

[[Page 162]]

 
2.c.10......  Short Period      1.5[deg]                     normal control
                                 pitch angle or                      state.
                                 2[deg]/
                                 sec pitch rate,
                                 0.10g
                                 acceleration..
----------------------------------------------------------------------------------------------------------------
2.d.........  Lateral Directional Tests
----------------------------------------------------------------------------------------------------------------
Power setting is that required for level flight unless otherwise specified.
----------------------------------------------------------------------------------------------------------------
2.d.1.......  (Reserved)
----------------------------------------------------------------------------------------------------------------
2.d.2.......  Roll Response     10% or     Approach or       for normal roll
                                 2[deg]/                      deflection (one-
                                 sec roll rate.                      third of
                                                                     maximum roll
                                                                     controller
                                                                     travel). May be
                                                                     combined with
                                                                     step input of
                                                                     flight deck
                                                                     roll controller
                                                                     test (see
                                                                     2.d.3.).
----------------------------------------------------------------------------------------------------------------
2.d.3.......  Roll Response to  10% or     Landing.          initiation of
               Roll Controller   2[deg]                       seconds after
                                 bank angle.                         control is
                                                                     returned to
                                                                     neutral and
                                                                     released. May
                                                                     be combined
                                                                     with roll
                                                                     response (rate)
                                                                     test (see
                                                                     2.d.2.). CCA:
                                                                     Test in Non-
                                                                     normal control
                                                                     state.
----------------------------------------------------------------------------------------------------------------
2.d.4.a.....  Spiral Stability  Correct trend     Cruise..........  Record results          X   Airplane data
                                 and [deg] or 10% bank angle                     demonstrate the             be used.
                                 in 30 seconds.                      lateral control
                                                                     required to
                                                                     maintain a
                                                                     steady turn
                                                                     with a bank
                                                                     angle of
                                                                     30[deg]. CCA:
                                                                     Test in Non-
                                                                     normal control
                                                                     state.
----------------------------------------------------------------------------------------------------------------
2.d.4.b.....  Spiral Stability  Correct trend...  Cruise..........  CCA: Test in Non-  X        Airplane data
                                                                     normal control              averaged from
                                                                     state.                      multiple tests
                                                                                                 in same
                                                                                                 direction may
                                                                                                 be used.
----------------------------------------------------------------------------------------------------------------
2.d.5.......  (Reserved)
----------------------------------------------------------------------------------------------------------------

[[Page 163]]

 
2.d.6.a.....  Rudder Response.  2[deg]/    Landing.          input of 20%-
                                 sec or 10% yaw rate.                      must be used.
                                                                     Not required if
                                                                     rudder input
                                                                     and response is
                                                                     shown in Dutch
                                                                     Roll test (test
                                                                     2.d.7.). CCA:
                                                                     Test in Normal
                                                                     and Non-normal
                                                                     control states.
----------------------------------------------------------------------------------------------------------------
2.d.6.b.....  Rudder Response.  Roll rate 2[deg]/sec,                        given rudder                a yaw response
                                 bank angle                          deflection.                 test, in which
                                 3[deg].                      Normal and Non-             procedures and
                                                                     normal control              requirements of
                                                                     states.                     test 2.d.6.a.
                                                                                                 will apply.
----------------------------------------------------------------------------------------------------------------
2.d.7.......  Dutch Roll (Yaw   0.5 sec.   Approach or       for at least 6
                                 or 0% of period,                      augmentation
                                 10% of                       number of
                                 time to \1/2\                       cycles
                                 or double                           sufficient to
                                 amplitude or                        determine time
                                 .02 of                       double
                                 damping ratio.                      amplitude. CCA:
                                                                     Test in Non-
                                                                     normal control
                                                                     state.
----------------------------------------------------------------------------------------------------------------
2.d.8.......  Steady State      For given rudder  Approach or       Use at least two   X    X
               Sideslip.         position 2[deg] bank                        of which must
                                 angle, 1[deg]                             rudder.
                                 sideslip angle,                     Propeller
                                 10% or                       airplanes must
                                 2[deg]                       direction. May
                                 aileron, 10% or 5[deg] spoiler                     is matched only
                                 or equivalent                       for
                                 roll,                               repeatability
                                 controller                          and only on
                                 position or                         continuing
                                 force.                              qualification
                                                                     evaluations.
----------------------------------------------------------------------------------------------------------------
2.e.          (Reserved)
through 2.h.
----------------------------------------------------------------------------------------------------------------
3. (Reserved)
----------------------------------------------------------------------------------------------------------------
4. (Reserved)
----------------------------------------------------------------------------------------------------------------
5. (Reserved)
----------------------------------------------------------------------------------------------------------------
6. FTD System Response Time
----------------------------------------------------------------------------------------------------------------
6.a.........  Latency.
----------------------------------------------------------------------------------------------------------------
                                300 ms (or less)  Take-off,         One test is        X    X
                                 after airplane    cruise, and       required in
                                 response.         approach or       each axis
                                                   landing.          (pitch, roll
                                                                     and yaw) for
                                                                     each of the
                                                                     three
                                                                     conditions
                                                                     (take-off,
                                                                     cruise, and
                                                                     approach or
                                                                     landing).
----------------------------------------------------------------------------------------------------------------
              Transport Delay
----------------------------------------------------------------------------------------------------------------

[[Page 164]]

 
                                300 ms (or less)  N/A.............  A separate test    X    X   If Transport
                                 after                               is required in              Delay is the
                                 controller                          each axis                   chosen method
                                 movement.                           (pitch, roll,               to demonstrate
                                                                     and yaw).                   relative
                                                                                                 responses, the
                                                                                                 sponsor and the
                                                                                                 NSPM will use
                                                                                                 the latency
                                                                                                 values to
                                                                                                 ensure proper
                                                                                                 simulator
                                                                                                 response when
                                                                                                 reviewing those
                                                                                                 existing tests
                                                                                                 where latency
                                                                                                 can be
                                                                                                 identified
                                                                                                 (e.g., short
                                                                                                 period, roll
                                                                                                 response,
                                                                                                 rudder
                                                                                                 response).
----------------------------------------------------------------------------------------------------------------


[[Page 165]]

________________________________________________________________________

                            Begin Information

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

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

                             End Information

________________________________________________________________________

              4. Alternative Objective Data for FTD Level 5

________________________________________________________________________

                         Begin QPS Requirements

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

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    d. The reader is encouraged to consult the Airplane Flight Simulator 
Evaluation Handbook, Volumes I and II, published by the Royal 
Aeronautical Society, London, UK, and AC 25-7, Flight Test Guide for 
Certification of Transport Category Airplanes, and AC 23-8A, Flight Test 
Guide for Certification of Part 23 Airplanes, as amended, for references 
and examples regarding flight testing requirements and techniques.

                             End Information

________________________________________________________________________

 Table B2B--Alternative Data Source for FTD Level 5 Small, Single Engine
                        (Reciprocating) Airplane
------------------------------------------------------------------------
 QPS requirement  The performance parameters in this table must be used
 to program the FTD if flight test data is not used to program the FTD.
-------------------------------------------------------------------------
               Applicable test
---------------------------------------------   Authorized performance
    Entry No.         Title and procedure                range
------------------------------------------------------------------------
1...............  Performance.
------------------------------------------------------------------------
1.c.............  Climb
------------------------------------------------------------------------
1.c.1...........  Normal climb with nominal   Climb rate = 500-1200 fpm
                   gross weight, at best       (2.5-6 m/sec).
                   rate-of-climb airspeed.
------------------------------------------------------------------------
1.f.............  Engines.
------------------------------------------------------------------------

[[Page 166]]

 
1.f.1...........  Acceleration; idle to       2-4 Seconds.
                   takeoff power.
------------------------------------------------------------------------
1.f.2...........  Deceleration; takeoff       2-4 Seconds.
                   power to idle.
------------------------------------------------------------------------
2...............  Handling Qualities
------------------------------------------------------------------------
2.c.............  Longitudinal Tests
------------------------------------------------------------------------
2.c.1...........  Power change force
------------------------------------------------------------------------
                  (a) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight at 80% of      force (Pull).
                   normal cruise airspeed
                   with necessary power.
                   Reduce power to flight
                   idle. Do not change trim
                   or configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight at 80% of      force (Push).
                   normal cruise airspeed
                   with necessary power. Add
                   power to maximum setting.
                   Do not change trim or
                   configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed..
------------------------------------------------------------------------
2.c.2...........  Flap/slat change force
------------------------------------------------------------------------
                  (a) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Pull).
                   fully retracted at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the flaps to 50%
                   of full flap travel.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Push).
                   extended to 50% of full
                   flap travel, at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the flaps to
                   zero. After stabilized,
                   record stick force
                   necessary to maintain
                   original airspeed.
------------------------------------------------------------------------
2.c.4...........  Gear change force
------------------------------------------------------------------------
                  (a) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Pull).
                   gear retracted at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (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.
------------------------------------------------------------------------

[[Page 167]]

 
2.c.8...........  Stall warning (actuation
                   of stall warning device)
                   with nominal gross
                   weight; wings level; and
                   a deceleration rate of
                   not more than three (3)
                   knots per second.
------------------------------------------------------------------------
                  (a) Landing configuration.  40-60 knots;  5[deg]
                                               of bank.
------------------------------------------------------------------------
                  (b) Clean configuration...  Landing configuration
                                               speed + 10-20%.
------------------------------------------------------------------------
2.c.9.b.........  Phugoid dynamics..........  Must have a phugoid with a
                                               period of 30-60 seconds.
                                               May not reach \1/2\ or
                                               double amplitude in less
                                               than 2 cycles.
------------------------------------------------------------------------
2.d.............  Lateral Directional Tests.
------------------------------------------------------------------------
2.d.2...........  Roll response (rate). Roll  Must have a roll rate of
                   rate must be measured       40[deg]-25[deg]/second.
                   through at least 30[deg]
                   of roll. Aileron control
                   must be deflected \1/3\
                   (33.3 percent) of maximum
                   travel.
------------------------------------------------------------------------
2.d.4.b.........  Spiral stability. Cruise    Initial bank angle ( 5[deg])
                   cruise airspeed.            after 20 seconds.
                   Establish a 20[deg]-
                   30[deg] bank. When
                   stabilized, neutralize
                   the aileron control and
                   release. Must be
                   completed in both
                   directions of turn.
------------------------------------------------------------------------
2.d.6.b.........  Rudder response. Use 25     2[deg]-6[deg]/second yaw
                   percent of maximum rudder   rate.
                   deflection. (Applicable
                   to approach or landing
                   configuration.).
------------------------------------------------------------------------
2.d.7...........  Dutch roll, yaw damper      A period of 2-5 seconds;
                   off. (Applicable to         and \1/2\-2 cycles.
                   cruise and approach
                   configurations.).
------------------------------------------------------------------------
2.d.8...........  Steady state sideslip. Use  2[deg]-10[deg] of bank;
                   50 percent rudder           4[deg]-10[deg] of
                   deflection. (Applicable     sideslip; and 2[deg]-
                   to approach and landing     10[deg] of aileron.
                   configurations.).
------------------------------------------------------------------------
6...............  FTD System Response Time
------------------------------------------------------------------------
6.a.............  Latency. Flight deck        300 milliseconds or less.
                   instrument systems
                   response to an abrupt
                   pilot controller input.
                   One test is required in
                   each axis (pitch, roll,
                   yaw).
------------------------------------------------------------------------


 Table B2C--Alternative Data Source for FTD Level 5 Small, Multi-Engine
                        (Reciprocating) Airplane
------------------------------------------------------------------------
 QPS requirement  The performance parameters in this table must be used
 to program the FTD if flight test data is not used to program the FTD.
-------------------------------------------------------------------------
               Applicable test
---------------------------------------------   Authorized performance
    Entry No.         Title and procedure                range
------------------------------------------------------------------------
1. Performance
------------------------------------------------------------------------
1.c.............  Climb
------------------------------------------------------------------------
1.c.1...........  Normal climb with nominal   Climb airspeed = 95-115
                   gross weight, at best       knots.
                   rate-of-climb airspeed.    Climb rate = 500-1500 fpm
                                               (2.5-7.5 m/sec)
------------------------------------------------------------------------
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........
------------------------------------------------------------------------

[[Page 168]]

 
2.c.1...........  Power change force........
------------------------------------------------------------------------
                  (a) Trim for straight and   10-25 lbs (2.2-6.6 daN) of
                   level flight at 80% of      force (Pull).
                   normal cruise airspeed
                   with necessary power.
                   Reduce power to flight
                   idle. Do not change trim
                   or configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight at 80% of      force (Push).
                   normal cruise airspeed
                   with necessary power. Add
                   power to maximum setting.
                   Do not change trim or
                   configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.2...........  Flap/slat change force....
------------------------------------------------------------------------
                  (a) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Pull).
                   fully retracted at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the flaps to 50%
                   of full flap travel.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Push).
                   extended to 50% of full
                   flap travel, at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the flaps to
                   zero. After stabilized,
                   record stick force
                   necessary to maintain
                   original airspeed.
------------------------------------------------------------------------
2.c.4...........  Gear change force.........
------------------------------------------------------------------------
                  (a) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Pull).
                   gear retracted at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Push).
                   gear extended, at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.4...........  Longitudinal trim.........  Must be able to trim
                                               longitudinal stick force
                                               to ``zero'' in each of
                                               the following
                                               configurations: cruise;
                                               approach; and landing.
------------------------------------------------------------------------
2.c.7...........  Longitudinal static         Must exhibit positive
                   stability.                  static stability.
------------------------------------------------------------------------
2.c.8...........  Stall warning (actuation
                   of stall warning device)
                   with nominal gross
                   weight; wings level; and
                   a deceleration rate of
                   not more than three (3)
                   knots per second.
                  (a) Landing configuration.  60-90 knots;  5[deg]
                                               of bank.
------------------------------------------------------------------------
                  (b) Clean configuration...  Landing configuration
                                               speed + 10-20%.
------------------------------------------------------------------------

[[Page 169]]

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


 Table B2D--Alternative Data Source for FTD Level 5 Small, Single Engine
                       (Turbo-Propeller) Airplane
------------------------------------------------------------------------
 QPS requirement  The performance parameters in this table must be used
 to program the FTD if flight test data is not used to program the FTD.
-------------------------------------------------------------------------
               Applicable Test
---------------------------------------------   Authorized performance
    Entry No.         Title and procedure                range
------------------------------------------------------------------------
1. Performance
------------------------------------------------------------------------
1.c.............  Climb.
------------------------------------------------------------------------
1.c.1...........  Normal climb with nominal   Climb airspeed = 95-115
                   gross weight, at best       knots.
                   rate-of-climb airspeed.    Climb rate = 800-1800 fpm
                                               (4-9 m/sec).
------------------------------------------------------------------------
1.f.............  Engines
------------------------------------------------------------------------
1.f.1...........  Acceleration; idle to       4-8 Seconds.
                   takeoff power.
------------------------------------------------------------------------
1.f.2...........  Deceleration; takeoff       3-7 Seconds.
                   power to idle.
------------------------------------------------------------------------
2. Handling Qualities
------------------------------------------------------------------------
2.c.............  Longitudinal Tests
------------------------------------------------------------------------
2.c.1...........  Power change force
------------------------------------------------------------------------

[[Page 170]]

 
                  (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.
------------------------------------------------------------------------
2.c.2...........  Flap/slat change force
------------------------------------------------------------------------
                  (a) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Pull).
                   fully retracted at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the flaps to 50%
                   of full flap travel.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Push).
                   extended to 50% of full
                   flap travel, at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the flaps to
                   zero. After stabilized,
                   record stick force
                   necessary to maintain
                   original airspeed..
------------------------------------------------------------------------
2.c.4...........  Gear change force.
------------------------------------------------------------------------
                  (a) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Pull).
                   gear retracted at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed..
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Push).
                   gear extended, at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.b.5...........  Longitudinal trim.........  Must be able to trim
                                               longitudinal stick force
                                               to ``zero'' in each of
                                               the following
                                               configurations: cruise;
                                               approach; and landing.
------------------------------------------------------------------------
2.c.7...........  Longitudinal static         Must exhibit positive
                   stability.                  static stability.
------------------------------------------------------------------------
2.c.8...........  Stall warning (actuation
                   of stall warning device)
                   with nominal gross
                   weight; wings level; and
                   a deceleration rate of
                   not more than three (3)
                   knots per second.
------------------------------------------------------------------------
                  (a) Landing configuration.  60-90 knots;  5[deg]
                                               of bank.
------------------------------------------------------------------------
                  (b) Clean configuration...  Landing configuration
                                               speed + 10-20%.
------------------------------------------------------------------------

[[Page 171]]

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


 Table B2E--Alternative Data Source for FTD Level 5 Multi-Engine (Turbo-
                           Propeller) Airplane
------------------------------------------------------------------------
 QPS Requirement  The performance parameters in this table must be used
 to program the FTD if flight test data is not used to program the FTD.
-------------------------------------------------------------------------
               Applicable test
---------------------------------------------   Authorized performance
    Entry No.         Title and procedure                range
------------------------------------------------------------------------
1. Performance
------------------------------------------------------------------------
1.c.............  Climb.....................
------------------------------------------------------------------------
1.b.1...........  Normal climb with nominal   Climb airspeed = 120-140
                   gross weight, at best       knots.
                   rate-of-climb airspeed.    Climb rate = 1000-3000 fpm
                                               (5-15 m/sec).
------------------------------------------------------------------------
1.f.............  Engines
------------------------------------------------------------------------
1.f.1...........  Acceleration; idle to       2-6 Seconds.
                   takeoff power.
------------------------------------------------------------------------
1.f.2...........  Deceleration; takeoff       1-5 Seconds.
                   power to idle.
------------------------------------------------------------------------
2. Handling Qualities
------------------------------------------------------------------------
2.c.............  Longitudinal Tests
------------------------------------------------------------------------
2.c.1...........  Power change force
------------------------------------------------------------------------

[[Page 172]]

 
                  (a) Trim for straight and   8 lbs (3.5 daN) of Push
                   level flight at 80% of      force to 8 lbs (3.5 daN)
                   normal cruise airspeed      of Pull force.
                   with necessary power.
                   Reduce power to flight
                   idle. Do not change trim
                   or configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   12-22 lbs (5.3-9.7 daN) of
                   level flight at 80% of      force (Push).
                   normal cruise airspeed
                   with necessary power. Add
                   power to maximum setting.
                   Do not change trim or
                   configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.2...........  Flap/slat change force
------------------------------------------------------------------------
                  (a) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Pull).
                   fully retracted at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the flaps to 50%
                   of full flap travel.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Push).
                   extended to 50% of full
                   flap travel, at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the flaps to
                   zero. After stabilized,
                   record stick force
                   necessary to maintain
                   original airspeed.
------------------------------------------------------------------------
2.c.4...........  Gear change force
------------------------------------------------------------------------
                  (a) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Pull).
                   gear retracted at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Push).
                   gear extended, at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.b.5...........  Longitudinal trim.........  Must be able to trim
                                               longitudinal stick force
                                               to ``zero'' in each of
                                               the following
                                               configurations: cruise;
                                               approach; and landing.
------------------------------------------------------------------------
2.c.7...........  Longitudinal static         Must exhibit positive
                   stability.                  static stability.
------------------------------------------------------------------------
2.c.8...........  Stall warning (actuation
                   of stall warning device)
                   with nominal gross
                   weight; wings level; and
                   a deceleration rate of
                   not more than three (3)
                   knots per second.
------------------------------------------------------------------------
                  (a) Landing configuration.  80-100 knots; 
                                               5[deg] of bank.
------------------------------------------------------------------------
                  (b) Clean configuration...  Landing configuration
                                               speed + 10-20%.
------------------------------------------------------------------------

[[Page 173]]

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

                          End QPS Requirements

________________________________________________________________________

                         Begin QPS Requirements

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

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

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    b. It has become standard practice for experienced FTD manufacturers 
to use such techniques as a means of establishing data bases for new FTD 
configurations while awaiting the availability of actual flight test 
data; and then comparing this new data with the newly available flight 
test data. The results of such comparisons have, as reported by some 
recognized and experienced simulation experts, become increasingly 
consistent and indicate that these techniques, applied with appropriate 
experience, are becoming dependably accurate for the development of 
aerodynamic models for use in Level 6 FTDs.
    c. In reviewing this history, the NSPM has concluded that, with 
proper care, those who are experienced in the development of aerodynamic 
models for FTD application can successfully use these modeling 
techniques to acceptably alter the method by which flight test data may 
be acquired and, when applied to Level 6 FTDs, does not compromise the 
quality of that simulation.
    d. The information in the table that follows (Table of Alternative 
Data Sources, Procedures, and Information: Level 6 FTD Only) is 
presented to describe an acceptable alternative to data sources for 
Level 6 FTD modeling and validation, and an acceptable alternative to 
the procedures and instrumentation found in the flight test methods 
traditionally accepted for gathering modeling and validation data.

[[Page 174]]

    (1) Alternative data sources that may be used for part or all of a 
data requirement are the Airplane Maintenance Manual, the Airplane 
Flight Manual (AFM), Airplane Design Data, the Type Inspection Report 
(TIR), Certification Data or acceptable supplemental flight test data.
    (2) The NSPM recommends that use of the alternative instrumentation 
noted in Table B2F be coordinated with the NSPM prior to employment in a 
flight test or data gathering effort.
    e. The NSPM position regarding the use of these alternative data 
sources, procedures, and instrumentation is based on three primary 
preconditions and presumptions regarding the objective data and FTD 
aerodynamic program modeling.
    (1) Data gathered through the alternative means does not require 
angle of attack (AOA) measurements or control surface position 
measurements for any flight test. AOA can be sufficiently derived if the 
flight test program insures the collection of acceptable level, 
unaccelerated, trimmed flight data. Angle of attack may be validated by 
conducting the three basic ``fly-by'' trim tests. The FTD time history 
tests should begin in level, unaccelerated, and trimmed flight, and the 
results should be compared with the flight test pitch angle.
    (2) A simulation controls system model should be rigorously defined 
and fully mature. It should also include accurate gearing and cable 
stretch characteristics (where applicable) that are determined from 
actual aircraft measurements. Such a model does not require control 
surface position measurements in the flight test objective data for 
Level 6 FTD applications.
    f. Table B2F is not applicable to Computer Controlled Aircraft FTDs.
    g. Utilization of these alternate data sources, procedures, and 
instrumentation does not relieve the sponsor from compliance with the 
balance of the information contained in this document relative to Level 
6 FTDs.
    h. The term ``inertial measurement system'' allows the use of a 
functional global positioning system (GPS).

                             End Information

________________________________________________________________________

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

[[Page 175]]

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

[[Page 176]]

 
2.c.1...................................  Data may be acquired by using an inertial   Power change dynamics test
Handling qualities......................   measurement system and a synchronized       is acceptable using the
Longitudinal control tests..............   video of the calibrated airplane            same data acquisition
Power change force......................   instruments, throttle position, and the     methodology.
                                           force/position measurements of flight
                                           deck controls.
�����������������������������������������
2.c.2...................................  Data may be acquired by using an inertial   Flap/slat change dynamics
Handling qualities......................   measurement system and a synchronized       test is acceptable using
Longitudinal control tests..............   video of calibrated airplane instruments,   the same data acquisition
Flap/slat change force..................   flap/slat position, and the force/          methodology.
                                           position measurements of flight deck
                                           controls.
�����������������������������������������
2.c.4...................................  Data may be acquired by using an inertial   Gear change dynamics test
Handling qualities......................   measurement system and a synchronized       is acceptable using the
Longitudinal control tests..............   video of the calibrated airplane            same data acquisition
Gear change force.......................   instruments, gear position, and the force/  methodology.
                                           position measurements of flight deck
                                           controls.
�����������������������������������������
2.c.5...................................  Data may be acquired through use of an
Handling qualities......................   inertial measurement system and a
Longitudinal control tests..............   synchronized video of flight deck
Longitudinal trim.......................   controls position (previously calibrated
                                           to show related surface position) and
                                           engine instrument readings.
�����������������������������������������
2.c.6...................................  Data may be acquired through the use of an
Handling qualities......................   inertial measurement system and a
Longitudinal control tests..............   synchronized video of the calibrated
Longitudinal maneuvering stability         airplane instruments; a temporary, high
 (stick force/g)..                         resolution bank angle scale affixed to
                                           the attitude indicator; and a wheel and
                                           column force measurement indication.
�����������������������������������������
2.c.7...................................  Data may be acquired through the use of a
Handling qualities......................   synchronized video of the airplane flight
Longitudinal control tests..............   instruments and a hand held force gauge.
Longitudinal static stability...........
�����������������������������������������
2.c.8...................................  Data may be acquired through a              Airspeeds may be cross
Handling qualities......................   synchronized video recording of a stop      checked with those in the
Longitudinal control tests..............   watch and the calibrated airplane           TIR and AFM.
Stall Warning (activation of stall         airspeed indicator. Hand-record the
 warning device)..                         flight conditions and airplane
                                           configuration.
�����������������������������������������
2.c.9.a.................................  Data may be acquired by using an inertial
Handling qualities......................   measurement system and a synchronized
Longitudinal control tests..............   video of the calibrated airplane
Phugoid dynamics........................   instruments and the force/position
                                           measurements of flight deck controls.
�����������������������������������������
2.c.10..................................  Data may be acquired by using an inertial
Handling qualities......................   measurement system and a synchronized
Longitudinal control tests..............   video of the calibrated airplane
Short period dynamics...................   instruments and the force/position
                                           measurements of flight deck controls.
�����������������������������������������
2.c.11..................................  May use design data, production flight
Handling qualities......................   test schedule, or maintenance
Longitudinal control tests..............   specification, together with an SOC.
Gear and flap/slat operating times......
�����������������������������������������
2.d.2...................................  Data may be acquired by using an inertial
Handling qualities......................   measurement system and a synchronized
Lateral directional tests...............   video of the calibrated airplane
Roll response (rate)....................   instruments and the force/position
                                           measurements of flight deck lateral
                                           controls.
�����������������������������������������

[[Page 177]]

 
2.d.3...................................  Data may be acquired by using an inertial
Handling qualities......................   measurement system and a synchronized
Lateral directional tests...............   video of the calibrated airplane
(a) Roll overshoot......................   instruments and the force/position
OR......................................   measurements of flight deck lateral
(b) Roll response to flight deck roll      controls.
 controller step input..
�����������������������������������������
2.d.4...................................  Data may be acquired by using an inertial
Handling qualities......................   measurement system and a synchronized
Lateral directional tests...............   video of the calibrated airplane
Spiral stability........................   instruments; the force/position
                                           measurements of flight deck controls; and
                                           a stop watch.
�����������������������������������������
2.d.6.a.................................  Data may be acquired by using an inertial
Handling qualities......................   measurement system and a synchronized
Lateral directional tests...............   video of the calibrated airplane
Rudder response.........................   instruments; the force/position
                                           measurements of rudder pedals.
�����������������������������������������
2.d.7...................................  Data may be acquired by using an inertial
Handling qualities......................   measurement system and a synchronized
Lateral directional tests...............   video of the calibrated airplane
Dutch roll, (yaw damper OFF)............   instruments and the force/position
                                           measurements of flight deck controls.
�����������������������������������������
2.d.8...................................  Data may be acquired by using an inertial
Handling qualities......................   measurement system and a synchronized
Lateral directional tests...............   video of the calibrated airplane
Steady state sideslip...................   instruments and the force/position
                                           measurements of flight deck controls.
----------------------------------------------------------------------------------------------------------------

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

________________________________________________________________________

                            Begin Information

                              1. Discussion

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

                             End Information

[[Page 178]]



     Table B3A--Table of Functions and Subjective Tests Level 6 FTD
------------------------------------------------------------------------
                            QPS requirements
-------------------------------------------------------------------------
      Entry No.                        Operations tasks
------------------------------------------------------------------------
  Tasks in this table are subject to evaluation if appropriate for the
      airplane system or systems simulated as indicated in the SOQ
 Configuration List as defined in Appendix B, Attachment 2 of this part.
------------------------------------------------------------------------
1. Preflight
------------------------------------------------------------------------
                      Accomplish a functions check of all installed
                       switches, indicators, systems, and equipment at
                       all crewmembers' and instructors' stations, and
                       determine that the flight deck (or flight deck
                       area) design and functions replicate the
                       appropriate airplane.
------------------------------------------------------------------------
2. Surface Operations (pre-takeoff)
------------------------------------------------------------------------
2.a.................  Engine start:
------------------------------------------------------------------------
2.a.1...............  Normal start.
------------------------------------------------------------------------
2.a.2...............  Alternative procedures start.
------------------------------------------------------------------------
2.a.3...............  Abnormal procedures start/shut down.
------------------------------------------------------------------------
2.b.................  Pushback/Powerback (powerback requires visual
                       system).
------------------------------------------------------------------------
3. Takeoff (requires appropriate visual system as set out in Table B1A,
 item 6; Appendix B, Attachment 1.)
------------------------------------------------------------------------
3.a.................  Instrument takeoff:
------------------------------------------------------------------------
3.a.1...............  Engine checks (e.g., engine parameter
                       relationships, propeller/mixture controls).
------------------------------------------------------------------------
3.a.2...............  Acceleration characteristics.
------------------------------------------------------------------------
3.a.3...............  Nosewheel/rudder steering.
------------------------------------------------------------------------
3.a.4...............  Landing gear, wing flap, leading edge device
                       operation.
------------------------------------------------------------------------
3.b.................  Rejected takeoff:
------------------------------------------------------------------------
3.b.1...............  Deceleration characteristics.
------------------------------------------------------------------------
3.b.2...............  Brakes/engine reverser/ground spoiler operation.
------------------------------------------------------------------------
3.b.3...............  Nosewheel/rudder steering.
------------------------------------------------------------------------
4. In-Flight Operations
------------------------------------------------------------------------
4.a.................  Normal climb.
------------------------------------------------------------------------
4.b.................  Cruise:
------------------------------------------------------------------------
4.b.1...............  Demonstration of performance characteristics
                       (speed vs. power).
------------------------------------------------------------------------
4.b.2...............  Normal turns.
------------------------------------------------------------------------
4.b.3...............  Demonstration of high altitude handling.
------------------------------------------------------------------------
4.b.4...............  Demonstration of high airspeed handling/overspeed
                       warning.
------------------------------------------------------------------------
4.b.5...............  Demonstration of Mach effects on control and trim.
------------------------------------------------------------------------
4.b.6...............  Steep turns.
------------------------------------------------------------------------
4.b.7...............  In-Flight engine shutdown (procedures only).
------------------------------------------------------------------------
4.b.8...............  In-Flight engine restart (procedures only).
------------------------------------------------------------------------
4.b.9...............  Specific flight characteristics.
------------------------------------------------------------------------
4.b.10..............  Response to loss of flight control power.
------------------------------------------------------------------------
4.b.11..............  Response to other flight control system failure
                       modes.
------------------------------------------------------------------------
4.b.12..............  Operations during icing conditions.
------------------------------------------------------------------------

[[Page 179]]

 
4.b.13..............  Effects of airframe/engine icing.
------------------------------------------------------------------------
4.c.................  Other flight phase:
------------------------------------------------------------------------
4.c.1...............  Approach to stalls in the following
                       configurations:
------------------------------------------------------------------------
4.c.1.a.............  Cruise.
------------------------------------------------------------------------
4.c.1.b.............  Takeoff or approach.
------------------------------------------------------------------------
4.c.1.c.............  Landing.
------------------------------------------------------------------------
4.c.2...............  High angle of attack maneuvers in the following
                       configurations:
------------------------------------------------------------------------
4.c.2.a.............  Cruise.
------------------------------------------------------------------------
4.c.2.b.............  Takeoff or approach.
------------------------------------------------------------------------
4.c.2.c.............  Landing.
------------------------------------------------------------------------
4.c.3...............  Slow flight.
------------------------------------------------------------------------
4.c.4...............  Holding.
------------------------------------------------------------------------
5. Approaches
------------------------------------------------------------------------
5.a.                  Non-precision Instrument Approaches:
------------------------------------------------------------------------
5.a.1...............  With use of autopilot and autothrottle, as
                       applicable.
------------------------------------------------------------------------
5.a.2...............  Without use of autopilot and autothrottle, as
                       applicable.
------------------------------------------------------------------------
5.a.3...............  With 10 knot tail wind.
------------------------------------------------------------------------
5.a.4...............  With 10 knot crosswind.
------------------------------------------------------------------------
5.b.................  Precision Instrument Approaches:
------------------------------------------------------------------------
5.b.1...............  With use of autopilot, autothrottle, and autoland,
                       as applicable.
------------------------------------------------------------------------
5.b.2...............  Without use of autopilot, autothrottle, and
                       autoland, as applicable.
------------------------------------------------------------------------
5.b.3...............  With 10 knot tail wind.
------------------------------------------------------------------------
5.b.4...............  With 10 knot crosswind.
------------------------------------------------------------------------
6. Missed Approach
------------------------------------------------------------------------
6.a.................  Manually controlled.
------------------------------------------------------------------------
6.b.................  Automatically controlled (if applicable).
------------------------------------------------------------------------
7. Any Flight Phase, as appropriate
------------------------------------------------------------------------
7.a.................  Normal system operation (installed systems).
------------------------------------------------------------------------
7.b.................  Abnormal/Emergency system operation (installed
                       systems).
------------------------------------------------------------------------
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
------------------------------------------------------------------------

[[Page 180]]

 
8.a.................  Power Switch(es).
------------------------------------------------------------------------
8.b.................  Airplane conditions.
------------------------------------------------------------------------
8.b.1...............  Gross weight, center of gravity, and fuel loading
                       and allocation.
------------------------------------------------------------------------
8.b.2...............  Airplane systems status.
------------------------------------------------------------------------
8.b.3...............  Ground crew functions (e.g., external power, push
                       back).
------------------------------------------------------------------------
8.c.................  Airports.
------------------------------------------------------------------------
8.c.1...............  Selection.
------------------------------------------------------------------------
8.c.2...............  Runway selection.
------------------------------------------------------------------------
8.c.3...............  Preset positions (e.g., ramp, over FAF).
------------------------------------------------------------------------
8.d.................  Environmental controls.
------------------------------------------------------------------------
8.d.1...............  Temperature.
------------------------------------------------------------------------
8.d.2...............  Climate conditions (e.g., ice, rain).
------------------------------------------------------------------------
8.d.3...............  Wind speed and direction.
------------------------------------------------------------------------
8.e.................  Airplane system malfunctions.
------------------------------------------------------------------------
8.e.1...............  Insertion/deletion.
------------------------------------------------------------------------
8.e.2...............  Problem clear.
------------------------------------------------------------------------
8.f.................  Locks, Freezes, and Repositioning.
------------------------------------------------------------------------
8.f.1...............  Problem (all) freeze/release.
------------------------------------------------------------------------
8.f.2...............  Position (geographic) freeze/release.
------------------------------------------------------------------------
8.f.3...............  Repositioning (locations, freezes, and releases).
------------------------------------------------------------------------
8.f.4...............  Ground speed control.
------------------------------------------------------------------------
8.f.5...............  Remote IOS, if installed.
------------------------------------------------------------------------
9. Sound Controls. On/off/adjustment
------------------------------------------------------------------------
10. Control Loading System (as applicable) On/off/emergency stop.
------------------------------------------------------------------------
11. Observer Stations.
------------------------------------------------------------------------
11.a................  Position.
------------------------------------------------------------------------
11.b................  Adjustments.
------------------------------------------------------------------------
                          End QPS Requirements
------------------------------------------------------------------------


     Table B3B--Table of Functions and Subjective Tests Level 5 FTD
------------------------------------------------------------------------
                            QPS requirements
-------------------------------------------------------------------------
                       Operations tasks  Tasks in this table are subject
                         to evaluation if appropriate for the airplane
      Entry No.         system or systems simulated as indicated in the
                       SOQ Configuration List as defined in Appendix B,
                                  Attachment 2 of this part.
------------------------------------------------------------------------
1. Preflight
------------------------------------------------------------------------
                      Accomplish a functions check of all installed
                       switches, indicators, systems, and equipment at
                       all crewmembers' and instructors' stations, and
                       determine that the flight deck (or flight deck
                       area) design and functions replicate the
                       appropriate airplane.
------------------------------------------------------------------------
2. Surface Operations (pre-takeoff)
------------------------------------------------------------------------

[[Page 181]]

 
2.a.................  Engine start (if installed):
------------------------------------------------------------------------
2.a.1...............  Normal start.
------------------------------------------------------------------------
2.a.2...............  Alternative procedures start.
------------------------------------------------------------------------
2.a.3...............  Abnormal/Emergency procedures start/shut down.
------------------------------------------------------------------------
3. In-Flight Operations
------------------------------------------------------------------------
3.a.................  Normal climb.
------------------------------------------------------------------------
3.b.................  Cruise:
------------------------------------------------------------------------
3.b.1...............  Performance characteristics (speed vs. power).
------------------------------------------------------------------------
3.b.2...............  Normal turns.
------------------------------------------------------------------------
3.c.................  Normal descent.
------------------------------------------------------------------------
4. Approaches
------------------------------------------------------------------------
4.a.................  Coupled instrument approach maneuvers (as
                       applicable for the systems installed).
------------------------------------------------------------------------
5. Any Flight Phase
------------------------------------------------------------------------
5.a.................  Normal system operation (Installed systems).
------------------------------------------------------------------------
5.b.................  Abnormal/Emergency system operation (Installed
                       systems).
------------------------------------------------------------------------
5.c.................  Flap operation.
------------------------------------------------------------------------
5.d.................  Landing gear operation
------------------------------------------------------------------------
5.e.................  Engine Shutdown and Parking (if installed).
------------------------------------------------------------------------
5.e.1...............  Systems operation.
------------------------------------------------------------------------
5.e.2...............  Parking brake operation.
------------------------------------------------------------------------
6. Instructor Operating Station (IOS)
------------------------------------------------------------------------
6.a.................  Power Switch(es).
------------------------------------------------------------------------
6.b.................  Preset positions--ground, air.
------------------------------------------------------------------------
6.c.................  Airplane system malfunctions (Installed systems).
------------------------------------------------------------------------
6.c.1...............  Insertion/deletion.
------------------------------------------------------------------------
6.c.2...............  Problem clear.
------------------------------------------------------------------------


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


[[Page 182]]

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

________________________________________________________________________

                            Begin Information

                            Table of Contents

                             Title of Sample

Figure B4A Sample Letter, Request for Initial, Upgrade, or Reinstatement 
          Evaluation
Figure B4B Attachment: FTD Information Form
Figure B4C Sample Letter of Compliance
Figure B4D Sample Qualification Test Guide Cover Page
Figure B4E Sample Statement of Qualification--Certificate
Figure B4F Sample Statement of Qualification--Configuration List
Figure B4G Sample Statement of Qualification--List of Qualified Tasks
Figure B4H Sample Continuing Qualification Evaluation Requirements Page
Figure B4I Sample MQTG Index of Effective FTD Directives

[[Page 183]]

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[Doc. No. FAA-2002-12461, 73 FR 26490, May 9, 2008]



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

________________________________________________________________________

                            Begin Information

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

                            Table of Contents

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

[[Page 196]]

Attachment 3 to Appendix C to Part 60--Simulator Subjective Evaluation.
Attachment 4 to Appendix C to Part 60--Sample Documents.
Attachment 5 to Appendix C to Part 60--FSTD Directives Applicable to 
          Helicopter FFSs

                             End Information

________________________________________________________________________

                             1. Introduction

________________________________________________________________________

                            Begin Information

    a. This appendix contains background information as well as 
regulatory and informative material as described later in this section. 
To assist the reader in determining what areas are required and what 
areas are permissive, the text in this appendix is divided into two 
sections: ``QPS Requirements'' and ``Information.'' The QPS Requirements 
sections contain details regarding compliance with the part 60 rule 
language. These details are regulatory, but are found only in this 
appendix. The Information sections contain material that is advisory in 
nature, and designed to give the user general information about the 
regulation.
    b. Questions regarding the contents of this publication should be 
sent to the U.S. Department of Transportation, Federal Aviation 
Administration, Flight Standards Service, National Simulator Program 
Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta, 
Georgia, 30354. Telephone contact numbers for the NSP are: phone, 404-
832-4700; fax, 404-761-8906. The general e-mail address for the NSP 
office is: 9-aso-avr-sim-team@faa.gov. The NSP Internet Web site address 
is: http://www.faa.gov/safety/programs--initiatives/aircraft--aviation/
nsp/. On this Web Site you will find an NSP personnel list with 
telephone and e-mail contact information for each NSP staff member, a 
list of qualified flight simulation devices, ACs, a description of the 
qualification process, NSP policy, and an NSP ``In-Works'' section. Also 
linked from this site are additional information sources, handbook 
bulletins, frequently asked questions, a listing and text of the Federal 
Aviation Regulations, Flight Standards Inspector's handbooks, and other 
FAA links.
    c. The NSPM encourages the use of electronic media for all 
communication, including any record, report, request, test, or statement 
required by this appendix. The electronic media used must have adequate 
security provisions and be acceptable to the NSPM. The NSPM recommends 
inquiries on system compatibility, and minimum system requirements are 
also included on the NSP Web site.
    d. Related Reading References.
    (1) 14 CFR part 60.
    (2) 14 CFR part 61.
    (3) 14 CFR part 63.
    (4) 14 CFR part 119.
    (5) 14 CFR part 121.
    (6) 14 CFR part 125.
    (7) 14 CFR part 135.
    (8) 14 CFR part 141.
    (9) 14 CFR part 142.
    (10) AC 120-35, as amended, Line Operational Simulations: Line-
Oriented Flight Training, Special Purpose Operational Training, Line 
Operational Evaluation.
    (11) AC 120-57, as amended, Surface Movement Guidance and Control 
System (SMGCS).
    (12) AC 120-63, as amended, Helicopter Simulator Qualification.
    (13) AC 150/5300-13, as amended, Airport Design.
    (14) AC 150/5340-1, as amended, Standards for Airport Markings.
    (15) AC 150/5340-4, as amended, Installation Details for Runway 
Centerline Touchdown Zone Lighting Systems.
    (16) AC 150/5340-19, as amended, Taxiway Centerline Lighting System.
    (17) AC 150/5340-24, as amended, Runway and Taxiway Edge Lighting 
System.
    (18) AC 150/5345-28, as amended, Precision Approach Path Indicator 
(PAPI) Systems
    (19) AC 150/5390-2, as amended, Heliport Design
    (20) International Air Transport Association document, ``Flight 
Simulator Design and Performance Data Requirements,'' as amended.
    (21) AC 29-2, as amended, Flight Test Guide for Certification of 
Transport Category Rotorcraft.
    (22) AC 27-1, as amended, Flight Test Guide for Certification of 
Normal Category Rotorcraft.
    (23) International Civil Aviation Organization (ICAO) Manual of 
Criteria for the Qualification of Flight Simulators, as amended.
    (24) Airplane Flight Simulator Evaluation Handbook, Volume I, as 
amended and Volume II, as amended, The Royal Aeronautical Society, 
London, UK.
    (25) FAA Publication FAA-S-8081 series (Practical Test Standards for 
Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot, and 
Instrument Ratings).
    (26) The FAA Aeronautical Information Manual (AIM). An electronic 
version of the AIM is on the Internet at http://www.faa.gov/atpubs.
    (27) Aeronautical Radio, Inc. (ARINC) document number 436, titled 
Guidelines For Electronic Qualification Test Guide (as amended).
    (28) Aeronautical Radio, Inc. (ARINC) document 610, Guidance for 
Design and Integration of Aircraft Avionics Equipment in Simulators (as 
amended).

[[Page 197]]

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

                       3. Definitions (Sec. 60.3)

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

           4. Qualification Performance Standards (Sec. 60.4)

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

                5. Quality Management System (Sec. 60.5)

________________________________________________________________________

                            Begin Information

    See Appendix E of this part 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 May 30, 2008, the 12-month 
period begins on the date of the first continuing qualification 
evaluation conducted in accordance with Sec. 60.19 after May 30, 2008, 
and continues for each subsequent 12-month period;
    (ii) A device qualified on or after May 30, 2008, will be required 
to undergo an initial or upgrade evaluation in accordance with Sec. 
60.15. Once the initial or upgrade evaluation is complete, the first 
continuing qualification evaluation will be conducted within 6 months. 
The 12 month continuing qualification evaluation cycle begins on that 
date and continues for each subsequent 12-month period.
    (b) There is no minimum number of hours of FFS use required.
    (c) The identification of the specific FFS may change from one 12-
month period to the next 12-month period as long as that sponsor 
sponsors and uses at least one FFS at least once during the prescribed 
period.
    (2) Example Two.
    (a) A sponsor sponsors an additional number of FFSs, in its facility 
or elsewhere. Each additionally sponsored FFS must be--
    (i) Used by the sponsor in the sponsor's FAA-approved flight 
training program for the helicopter simulated (as described in Sec. 
60.7(d)(1)); or
    (ii) Used by another FAA certificate holder in that other 
certificate holder's FAA-approved flight training program for the 
helicopter simulated (as described in Sec. 60.7(d)(1)). This 12-month 
period is established in the same manner as in example one; or
    (iii) Provided a statement each year from a qualified pilot, (after 
having flown the helicopter, not the subject FFS or another FFS, during 
the preceding 12-month period) stating that the subject FFS's 
performance and handling qualities represent the helicopter (as 
described in Sec. 60.7(d)(2)). This statement is provided at least once 
in each 12-month period established in the same manner as in example 
one.
    (b) There is no minimum number of hours of FFS use required.
    (3) Example Three.

[[Page 198]]

    (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).

                            Begin Information

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

                             End Information

________________________________________________________________________

                        8. FFS Use (Sec. 60.11)

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

            9. FFS 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 of this appendix.
    (4) Appropriate and sufficient data acquisition equipment or 
system(s), including appropriate data reduction and analysis methods and 
techniques, acceptable to the FAA's Aircraft Certification Service.
    b. The data, regardless of source, must be presented:
    (1) In a format that supports the FFS validation process;
    (2) In a manner that is clearly readable and annotated correctly and 
completely;
    (3) With resolution sufficient to determine compliance with the 
tolerances set forth in Attachment 2, Table C2A of this appendix.
    (4) With any necessary instructions or other details provided, such 
as Stability Augmentation System (SAS) or throttle position; and
    (5) Without alteration, adjustments, or bias. Data may be corrected 
to address known data calibration errors provided that an explanation of 
the methods used to correct the errors appears in the QTG. The corrected 
data may be re-scaled, digitized, or otherwise manipulated to fit the 
desired presentation.
    c. After completion of any additional flight test, a flight test 
report must be submitted in support of the validation data. The report 
must contain sufficient data and rationale to support qualification of 
the FFS at the level requested.
    d. As required by Sec. 60.13(f), the sponsor must notify the NSPM 
when it becomes aware that an addition to, an amendment to, or a 
revision of data that may relate to FFS performance or handling 
characteristics is

[[Page 199]]

available. The data referred to in this paragraph is data used to 
validate the performance, handling qualities, or other characteristics 
of the aircraft, including data related to any relevant changes 
occurring after the type certificate was issued. The sponsor must--
    (1) Within 10 calendar days, notify the NSPM of the existence of 
this data; and
    (2) Within 45 calendar days, notify the NSPM of--
    (a) The schedule to incorporate this data into the FFS; or
    (b) The reason for not incorporating this data into the FFS.
    e. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot test results'' in lieu of a 
time-history result, the sponsor or other data provider must ensure that 
a steady state condition exists at the instant of time captured by the 
``snapshot.'' The steady state condition must exist from 4 seconds prior 
to, through 1 second following, the instant of time captured by the snap 
shot.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

    f. The FFS sponsor is encouraged to maintain a liaison with the 
manufacturer of the aircraft being simulated (or with the holder of the 
aircraft type certificate for the aircraft being simulated if the 
manufacturer is no longer in business), and, if appropriate, with the 
person who supplied the aircraft data package for the FFS in order to 
facilitate the notification required by Sec. 60.13(f).
    g. It is the intent of the NSPM that for new aircraft entering 
service, at a point well in advance of preparation of the QTG, the 
sponsor should submit to the NSPM for approval, a descriptive document 
(see Table C2D, Sample Validation Data Roadmap for Helicopters) 
containing the plan for acquiring the validation data, including data 
sources. This document should clearly identify sources of data for all 
required tests, a description of the validity of these data for a 
specific engine type and thrust rating configuration, and the revision 
levels of all avionics affecting the performance or flying qualities of 
the aircraft. Additionally, this document should provide other 
information, such as the rationale or explanation for cases where data 
or data parameters are missing, instances where engineering simulation 
data are used or where flight test methods require further explanations. 
It should also provide a brief narrative describing the cause and effect 
of any deviation from data requirements. The aircraft manufacturer may 
provide this document.
    h. There is no requirement for any flight test data supplier to 
submit a flight test plan or program prior to gathering flight test 
data. However, the NSPM notes that inexperienced data gatherers often 
provide data that is irrelevant, improperly marked, or lacking adequate 
justification for selection. Other problems include inadequate 
information regarding initial conditions or test maneuvers. The NSPM has 
been forced to refuse these data submissions as validation data for an 
FFS evaluation. It is for this reason that the NSPM recommends that any 
data supplier not previously experienced in this area review the data 
necessary for programming and for validating the performance of the FFS, 
and discuss the flight test plan anticipated for acquiring such data 
with the NSPM well in advance of commencing the flight tests.
    i. The NSPM will consider, on a case-by-case basis, whether to 
approve supplemental validation data derived from flight data recording 
systems such as a Quick Access Recorder or Flight Data Recorder.

                             End Information

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

   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 of this 
appendix;
    (2) Meet the objective testing requirements listed in Attachment 2 
of this appendix; and

[[Page 200]]

    (3) Satisfactorily accomplish the subjective tests listed in 
Attachment 3 of this appendix.
    b. The request described in Sec. 60.15(a) must include all of the 
following:
    (1) A statement that the FFS meets all of the applicable provisions 
of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec. 60.15(b) in such time as to be received no 
later than 5 business days prior to the scheduled evaluation and may be 
forwarded to the NSPM via traditional or electronic means.
    (3) A QTG, acceptable to the NSPM, that includes all of the 
following:
    (a) Objective data obtained from aircraft testing or another 
approved source.
    (b) Correlating objective test results obtained from the performance 
of the FFS as prescribed in the appropriate QPS.
    (c) The result of FFS subjective tests prescribed in the appropriate 
QPS.
    (d) A description of the equipment necessary to perform the 
evaluation for initial qualification and the continuing qualification 
evaluations.
    c. The QTG described in paragraph (a)(3) of this section, must 
provide the documented proof of compliance with the simulator objective 
tests in Attachment 2, Table C2A of this appendix.
    d. The QTG is prepared and submitted by the sponsor, or the 
sponsor's agent on behalf of the sponsor, to the NSPM for review and 
approval, and must include, for each objective test:
    (1) Parameters, tolerances, and flight conditions.
    (2) Pertinent and complete instructions for the conduct of automatic 
and manual tests.
    (3) A means of comparing the FFS test results to the objective data.
    (4) Any other information as necessary, to assist in the evaluation 
of the test results.
    (5) Other information appropriate to the qualification level of the 
FFS.
    e. The QTG described in paragraphs (a)(3) and (b) of this section, 
must include the following:
    (1) A QTG cover page with sponsor and FAA approval signature blocks 
(see Attachment 4, Figure C4C, of this appendix, for a sample QTG cover 
page).
    (2) A continuing qualification evaluation schedule requirements 
page. This page will be used by the NSPM to establish and record the 
frequency with which continuing qualification evaluations must be 
conducted and any subsequent changes that may be determined by the NSPM 
in accordance with Sec. 60.19. See Attachment 4 of this appendix, 
Figure C4G, for a sample Continuing Qualification Evaluation 
Requirements page.
    (3) An FFS information page that provides the information listed in 
this paragraph (see Attachment 4, Figure C4B, of this appendix for a 
sample FFS information page). For convertible FFSs, the sponsor must 
submit a separate page for each configuration of the FFS.
    (a) The sponsor's FFS identification number or code.
    (b) The helicopter model and series being simulated.
    (c) The aerodynamic data revision number or reference.
    (d) The source of the basic aerodynamic model and the aerodynamic 
coefficient data used to modify the basic model.
    (e) The engine model(s) and its data revision number or reference.
    (f) The flight control data revision number or reference.
    (g) The flight management system identification and revision level.
    (h) The FFS model and manufacturer.
    (i) The date of FFS manufacture.
    (j) The FFS computer identification.
    (k) The visual system model and manufacturer, including display 
type.
    (l) The motion system type and manufacturer, including degrees of 
freedom.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) List of all relevant data references.
    (7) A glossary of terms and symbols used (including sign conventions 
and units).
    (8) Statements of compliance and capability (SOCs) with certain 
requirements.
    (9) Recording procedures or equipment required to accomplish the 
objective tests.
    (10) The following information for each objective test designated in 
Attachment 2 of this appendix, Table C2A, as applicable to the 
qualification level sought:
    (a) Name of the test.
    (b) Objective of the test.
    (c) Initial conditions.
    (d) Manual test procedures.
    (e) Automatic test procedures (if applicable).
    (f) Method for evaluating FFS objective test results.
    (g) List of all relevant parameters driven or constrained during the 
automatically conducted test(s).
    (h) List of all relevant parameters driven or constrained during the 
manually conducted test(s).
    (i) Tolerances for relevant parameters.
    (j) Source of Validation Data (document and page number).
    (k) Copy of the Validation Data (if located in a separate binder, a 
cross reference for the identification and page number for pertinent 
data location must be provided).
    (l) Simulator Objective Test Results as obtained by the sponsor. 
Each test result must reflect the date completed and must be clearly 
labeled as a product of the device being tested.

[[Page 201]]

    f. A convertible FFS is addressed as a separate FFS for each model 
and series helicopter to which it will be converted and for the FAA 
qualification level sought. If a sponsor seeks qualification for two or 
more models of a helicopter type using a convertible FFS, the sponsor 
must submit a QTG for each helicopter model, or a QTG for the first 
helicopter model and a supplement to that QTG for each additional 
helicopter model. The NSPM will conduct evaluations for each helicopter 
model.
    g. Form and manner of presentation of objective test results in the 
QTG:
    (1) The sponsor's FFS test results must be recorded in a manner 
acceptable to the NSPM, that allows easy comparison of the FFS test 
results to the validation data (e.g., use of a multi-channel recorder, 
line printer, cross plotting, overlays, transparencies).
    (2) FFS results must be labeled using terminology common to 
helicopter parameters as opposed to computer software identifications.
    (3) Validation data documents included in a QTG may be 
photographically reduced only if such reduction will not alter the 
graphic scaling or cause difficulties in scale interpretation or 
resolution.
    (4) Scaling on graphical presentations must provide the resolution 
necessary to evaluate the parameters shown in Attachment 2, Table C2A of 
this appendix.
    (5) Tests involving time histories, data sheets (or transparencies 
thereof) and FFS test results must be clearly marked with appropriate 
reference points to ensure an accurate comparison between the FFS and 
the helicopter with respect to time. Time histories recorded via a line 
printer are to be clearly identified for cross plotting on the 
helicopter data. Over-plots must not obscure the reference data.
    h. The sponsor may elect to complete the QTG objective and 
subjective tests at the manufacturer's facility or at the sponsor's 
training facility. If the tests are conducted at the manufacturer's 
facility, the sponsor must repeat at least one-third of the tests at the 
sponsor's training facility in order to substantiate FFS performance. 
The QTG must be clearly annotated to indicate when and where each test 
was accomplished. Tests conducted at the manufacturer's facility and at 
the sponsor's training facility must be conducted after the FFS is 
assembled with systems and sub-systems functional and operating in an 
interactive manner. The test results must be submitted to the NSPM.
    i. The sponsor must maintain a copy of the MQTG at the FFS location.
    j. All FFSs for which the initial qualification is conducted after 
May 30, 2014, must have an electronic MQTG (eMQTG) including all 
objective data obtained from helicopter testing, or another approved 
source (reformatted or digitized), together with correlating objective 
test results obtained from the performance of the FFS (reformatted or 
digitized) as prescribed in this appendix. The eMQTG must also contain 
the general FFS performance or demonstration results (reformatted or 
digitized) prescribed in this appendix, and a description of the 
equipment necessary to perform the initial qualification evaluation and 
the continuing qualification evaluations. The eMQTG must include the 
original validation data used to validate FFS performance and handling 
qualities in either the original digitized format from the data supplier 
or an electronic scan of the original time-history plots that were 
provided by the data supplier. A copy of the eMQTG must be provided to 
the NSPM.
    k. All other FFSs not covered in subparagraph ``j'' must have an 
electronic copy of the MQTG by May 30, 2014. An electronic copy of the 
MQTG must be provided to the NSPM. This may be provided by an electronic 
scan presented in a Portable Document File (PDF), or similar format 
acceptable to the NSPM.
    l. During the initial (or upgrade) qualification evaluation 
conducted by the NSPM, the sponsor must also provide a person who is a 
user of the device (e.g., a qualified pilot or instructor pilot with 
flight time experience in that aircraft) and knowledgeable about the 
operation of the aircraft and the operation of the FFS.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

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

[[Page 202]]

operations (see Attachment 2 of this appendix).
    (3) Control checks (see Attachment 1 and Attachment 2 of this 
appendix).
    (4) Flight deck configuration (see Attachment 1 of this appendix).
    (5) Pilot, flight engineer, and instructor station functions checks 
(see Attachment 1 and Attachment 3 of this appendix).
    (6) Helicopter systems and sub-systems (as appropriate) as compared 
to the helicopter simulated (see Attachment 1 and Attachment 3 of this 
appendix).
    (7) FFS systems and sub-systems, including force cueing (motion), 
visual, and aural (sound) systems, as appropriate (see Attachment 1 and 
Attachment 2 of this appendix).
    (8) Certain additional requirements, depending upon the 
qualification level sought, including equipment or circumstances that 
may become hazardous to the occupants. The sponsor may be subject to 
Occupational Safety and Health Administration requirements.
    o. The NSPM administers the objective and subjective tests, which 
includes an examination of functions. The tests include a qualitative 
assessment of the FFS by an NSP pilot. The NSP evaluation team leader 
may assign other qualified personnel to assist in accomplishing the 
functions examination and/or the objective and subjective tests 
performed during an evaluation when required.
    (1) Objective tests provide a basis for measuring and evaluating FFS 
performance and determining compliance with the requirements of this 
part.
    (2) Subjective tests provide a basis for:
    (a) Evaluating the capability of the FFS to perform over a typical 
utilization period;
    (b) Determining that the FFS satisfactorily simulates each required 
task;
    (c) Verifying correct operation of the FFS controls, instruments, 
and systems; and
    (d) Demonstrating compliance with the requirements of this part.
    p. The tolerances for the test parameters listed in Attachment 2 of 
this appendix reflect the range of tolerances acceptable to the NSPM for 
FFS validation and are not to be confused with design tolerances 
specified for FFS manufacture. In making decisions regarding tests and 
test results, the NSPM relies on the use of operational and engineering 
judgment in the application of data (including consideration of the way 
in which the flight test was flown and way the data was gathered and 
applied), data presentations, and the applicable tolerances for each 
test.
    q. In addition to the scheduled continuing qualification evaluation, 
each FFS is subject to evaluations conducted by the NSPM at any time 
without prior notification to the sponsor. Such evaluations would be 
accomplished in a normal manner (i.e., requiring exclusive use of the 
FFS for the conduct of objective and subjective tests and an examination 
of functions) if the FFS is not being used for flight crewmember 
training, testing, or checking. However, if the FFS were being used, the 
evaluation would be conducted in a non-exclusive manner. This non-
exclusive evaluation will be conducted by the FFS evaluator accompanying 
the check airman, instructor, Aircrew Program Designee (APD), or FAA 
inspector aboard the FFS along with the student(s) and observing the 
operation of the FFS during the training, testing, or checking 
activities.
    r. Problems with objective test results are handled as follows:
    (1) If a problem with an objective test result is detected by the 
NSP evaluation team during an evaluation, the test may be repeated or 
the QTG may be amended.
    (2) If it is determined that the results of an objective test do not 
support the level requested but do support a lower level, the NSPM may 
qualify the FFS at that lower level. For example, if a Level D 
evaluation is requested and the FFS fails to meet sound test tolerances, 
it could be qualified at Level C.
    s. After an FFS is successfully evaluated, the NSPM issues a 
certificate of qualification (COQ) to the sponsor. The NSPM recommends 
the FFS to the TPAA, who will approve the FFS for use in a flight 
training program. The COQ will be issued at the satisfactory conclusion 
of the initial or continuing qualification evaluation and will list the 
tasks for which the FFS is qualified, referencing the tasks described in 
Table C1B in Attachment 1 of this appendix. However, it is the sponsor's 
responsibility to obtain TPAA approval prior to using the FFS in an FAA-
approved flight training program.
    t. Under normal circumstances, the NSPM establishes a date for the 
initial or upgrade evaluation within ten (10) working days after 
determining that a complete QTG is acceptable. Unusual circumstances may 
warrant establishing an evaluation date before this determination is 
made. A sponsor may schedule an evaluation date as early as 6 months in 
advance. However, there may be a delay of 45 days or more in 
rescheduling and completing the evaluation if the sponsor is unable to 
meet the scheduled date. See Attachment 4, of this appendix, Figure C4A, 
Sample Request for Initial, Upgrade, or Reinstatement Evaluation.
    u. The numbering system used for objective test results in the QTG 
should closely follow the numbering system set out in Attachment 2, FFS 
Objective Tests, Table C2A of this appendix.
    v. Contact the NSPM or visit the NSPM Web site for additional 
information regarding the preferred qualifications of pilots used to 
meet the requirements of Sec. 60.15(d).
    w. Examples of the exclusions for which the FFS might not have been 
subjectively

[[Page 203]]

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 FFS (Sec. 
                                 60.16)

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

               13. Previously Qualified FFSs (Sec. 60.17)

________________________________________________________________________

                         Begin QPS Requirements

    a. In instances where a sponsor plans to remove an FFS from active 
status for a period of less than two years, the following procedures 
apply:
    (1) The NSPM must be notified in writing and the notification must 
include an estimate of the period that the FFS will be inactive.
    (2) Continuing Qualification evaluations will not be scheduled 
during the inactive period.
    (3) The NSPM will remove the FFS from the list of qualified FSTDs on 
a mutually established date not later than the date on which the first 
missed continuing qualification evaluation would have been scheduled.
    (4) Before the FFS is restored to qualified status, it must be 
evaluated by the NSPM. The evaluation content and the time required to 
accomplish the evaluation is based on the number of continuing 
qualification evaluations and sponsor-conducted quarterly inspections 
missed during the period of inactivity.
    (5) The sponsor must notify the NSPM of any changes to the original 
scheduled time out of service.
    b. Simulators qualified prior to May 30, 2008, are not required to 
meet the general simulation requirements, the objective test 
requirements, and the subjective test requirements of attachments 1, 2, 
and 3, of this appendix as long as the simulator continues to meet the 
test requirements contained in the MQTG developed under the original 
qualification basis.
    c. After May 30, 2009, each visual scene or airport model beyond the 
minimum required for the FFS qualification level that is installed in 
and available for use in a qualified FFS must meet the requirements 
described in Attachment 3 of this appendix.
    d. Simulators qualified prior to May 30, 2008, may be updated. If an 
evaluation is deemed appropriate or necessary by the NSPM after such an 
update, the evaluation will not require an evaluation to standards 
beyond those against which the simulator was originally qualified.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

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

                             End Information

[[Page 204]]

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

________________________________________________________________________

                         Begin QPS Requirements

    a. The sponsor must conduct a minimum of four evenly spaced 
inspections throughout the year. The objective test sequence and content 
of each inspection must be developed by the sponsor and must be 
acceptable to the NSPM.
    b. The description of the functional preflight check must be 
contained in the sponsor's QMS.
    c. Record ``functional preflight'' in the FFS discrepancy log book 
or other acceptable location, including any item found to be missing, 
malfunctioning, or inoperative.
    d. During the continuing qualification evaluation conducted by the 
NSPM, the sponsor must also provide a person knowledgeable about the 
operation of the aircraft and the operation of the FFS.
    e. The NSPM will conduct continuing qualification evaluations every 
12 months unless:
    (1) The NSPM becomes aware of discrepancies or performance problems 
with the device that warrants more frequent evaluations; or
    (2) The sponsor implements a QMS that justifies less frequent 
evaluations. However, in no case shall the frequency of a continuing 
qualification evaluation exceed 36 months.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

               15. Logging FFS Discrepancies (Sec. 60.20)

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

                 17. Modifications to FFSs (Sec. 60.23)

[[Page 205]]

                         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

    (3) FSTD Directives are considered modifications of an FFS. See 
Attachment 4 of this appendix for a sample index of effective FSTD 
Directives. See Attachment 6 of this appendix for a list of all 
effective FSTD Directives applicable to Helicopter FFSs.

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

    a. The sponsor's responsibility with respect to Sec. 60.25(a) is 
satisfied when the sponsor fairly and accurately advises the user of the 
current status of an FFS, including any missing, malfunctioning, or 
inoperative (MMI) component(s).
    b. It is the responsibility of the instructor, check airman, or 
representative of the administrator conducting training, testing, or 
checking to exercise reasonable and prudent judgment to determine if any 
MMI component is necessary for the satisfactory completion of a specific 
maneuver, procedure, or task.
    c. If the 29th or 30th day of the 30-day period described in Sec. 
60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA will extend 
the deadline until the next business day.
    d. In accordance with the authorization described in Sec. 60.25(b), 
the sponsor may develop a discrepancy prioritizing system to accomplish 
repairs based on the level of impact on the capability of the FFS. 
Repairs having a larger impact on FFS capability to provide the required 
training, evaluation, or flight experience will have a higher priority 
for repair or replacement.

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

    If the sponsor provides a plan for how the FFS will be maintained 
during its out-of-service period (e.g., periodic exercise of mechanical, 
hydraulic, and electrical 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. Record Keeping and Reporting (Sec. 60.31)

________________________________________________________________________

                         Begin QPS Requirements

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

[[Page 206]]

                          End QPS Requirements

________________________________________________________________________

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

________________________________________________________________________

                            Begin Information

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

                             23. [Reserved]

                             24. [Reserved]

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

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

                             End Information

________________________________________________________________________

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

________________________________________________________________________

                         Begin QPS Requirements

                             1. Requirements

    a. Certain requirements included in this appendix must be supported 
with an SOC as defined in Appendix F of this part, which may include 
objective and subjective tests. The requirements for SOCs are indicated 
in the ``General Simulator Requirements'' column in Table C1A of this 
appendix.
    b. Table C1A describes the requirements for the indicated level of 
FFS. Many devices include operational systems or functions that exceed 
the requirements outlined in this section. However, all systems will be 
tested and evaluated in accordance with this appendix to ensure proper 
operation.

                          End QPS Requirements

________________________________________________________________________

                            Begin Information

                              2. Discussion

    a. This attachment describes the general simulator requirements for 
qualifying a helicopter FFS. The sponsor should also consult the 
objective tests in Attachment 2 of this appendix and the examination of 
functions and subjective tests listed in Attachment 3 of this appendix 
to determine the complete requirements for a specific level simulator.
    b. The material contained in this attachment is divided into the 
following categories:
    (1) General flight deck configuration.
    (2) Simulator programming.
    (3) Equipment operation.
    (4) Equipment and facilities for instructor/evaluator functions.
    (5) Motion system.
    (6) Visual system.
    (7) Sound system.
    c. Table C1A provides the standards for the General Simulator 
Requirements.
    d. Table C1B provides the tasks that the sponsor will examine to 
determine whether the FFS satisfactorily meets the requirements for 
flight crew training, testing, and experience, and provides the tasks 
for which the simulator may be qualified.
    e. Table C1C provides the functions that an instructor/check airman 
must be able to control in the simulator.
    f. It is not required that all of the tasks that appear on the List 
of Qualified Tasks (part of the SOQ) be accomplished during the initial 
or continuing qualification evaluation.
    g. Table C1A addresses only Levels B, C, and D helicopter simulators 
because there are no Level A Helicopter simulators.

                             End Information

________________________________________________________________________

                Table C1A--Minimum Simulator Requirements
------------------------------------------------------------------------
                QPS requirements    Simulator levels      Information
              ----------------------------------------------------------
  Entry No.    General simulator
                  requirements      B      C      D          Notes
------------------------------------------------------------------------
1............  General Flight Deck Configuration
------------------------------------------------------------------------

[[Page 207]]

 
1.a..........  The simulator         X      X      X   For simulator
                must have a                             purposes, the
                flight deck that                        flight deck
                is a replica of                         consists of all
                the helicopter                          that space
                being simulated.                        forward of a
               The simulator                            cross section of
                must have                               the fuselage at
                controls,                               the most extreme
                equipment,                              aft setting of
                observable                              the pilots'
                flight deck                             seats including
                indicators,                             additional,
                circuit                                 required flight
                breakers, and                           crewmember duty
                bulkheads                               stations and
                properly                                those required
                located,                                bulkheads aft of
                functionally                            the pilot seats.
                accurate and                            For
                replicating the                         clarification,
                helicopter. The                         bulkheads
                direction of                            containing only
                movement of                             items such as
                controls and                            landing gear pin
                switches must be                        storage
                identical to                            compartments,
                that in the                             fire axes and
                helicopter.                             extinguishers,
                Pilot seats must                        spare light
                afford the                              bulbs, and
                capability for                          aircraft
                the occupant to                         documents
                be able to                              pouches are not
                achieve the                             considered
                design ``eye                            essential and
                position''                              may be omitted.
                established for
                the helicopter
                being simulated.
                Equipment for
                the operation of
                the flight deck
                windows must be
                included, but
                the actual
                windows need not
                be operable.
                Fire axes,
                extinguishers,
                and spare light
                bulbs must be
                available in the
                FFS but may be
                relocated to a
                suitable
                location as near
                as practical to
                the original
                position. Fire
                axes, landing
                gear pins, and
                any similar
                purpose
                instruments need
                only be
                represented in
                silhouette.
------------------------------------------------------------------------
1.b..........  Those circuit         X      X      X
                breakers that
                affect
                procedures or
                result in
                observable
                flight deck
                indications must
                be properly
                located and
                functionally
                accurate.
------------------------------------------------------------------------
2............  Programming
------------------------------------------------------------------------
2.a..........  A flight dynamics     X      X      X
                model that
                accounts for
                various
                combinations of
                air speed and
                power normally
                encountered in
                flight must
                correspond to
                actual flight
                conditions,
                including the
                effect of change
                in helicopter
                attitude,
                aerodynamic and
                propulsive
                forces and
                moments,
                altitude,
                temperature,
                mass, center of
                gravity
                location, and
                configuration.
               An SOC is
                required.
------------------------------------------------------------------------
2.b..........  The simulator         X      X      X
                must have the
                computer
                capacity,
                accuracy,
                resolution, and
                dynamic response
                needed to meet
                the
                qualification
                level sought.
               An SOC is
                required.
------------------------------------------------------------------------
2.c..........  Ground handling
                (where
                appropriate) and
                aerodynamic
                programming must
                include the
                following:.
------------------------------------------------------------------------
2.c.1........  Ground effect....     X      X      X   Applicable areas
                Level B does not                        include flare
                require hover                           and touch down
                programming.                            from a running
               An SOC is                                landing as well
                required.                               as for in-ground-
                                                        effect (IGE)
                                                        hover. A
                                                        reasonable
                                                        simulation of
                                                        ground effect
                                                        includes
                                                        modeling of
                                                        lift, drag,
                                                        pitching moment,
                                                        trim, and power
                                                        while in ground
                                                        effect.
------------------------------------------------------------------------
2.c.2........  Ground reaction..     X      X      X   Reaction of the
               Level B does not                         helicopter upon
                require hover                           contact with the
                programming.                            landing surface
               An SOC is                                during landing
                required.                               (e.g., strut
                                                        deflection, tire
                                                        or skid
                                                        friction, side
                                                        forces) may
                                                        differ with
                                                        changes in gross
                                                        weight,
                                                        airspeed, rate
                                                        of descent on
                                                        touchdown, and
                                                        slide slip.
------------------------------------------------------------------------

[[Page 208]]

 
2.d..........  The simulator                X      X   This may include
                must provide for                        an automated
                manual and                              system, which
                automatic                               could be used
                testing of                              for conducting
                simulator                               at least a
                hardware and                            portion of the
                software                                QTG tests.
                programming to                          Automatic
                determine                               ``flagging'' of
                compliance with                         out-of-tolerance
                simulator                               situations is
                objective tests                         encouraged.
                as prescribed in
                Attachment 2 of
                this appendix.
               An SOC is
                required.
------------------------------------------------------------------------
2.e..........  The relative                            The intent is to
                responses of the                        verify that the
                motion system,                          simulator
                visual system,                          provides
                and flight deck                         instrument,
                instruments must                        motion, and
                be measured by                          visual cues that
                latency tests or                        are like the
                transport delay                         helicopter
                tests. Motion                           responses within
                onset must occur                        the stated time
                before the end                          delays. It is
                of the scan of                          preferable
                that video                              motion onset
                field.                                  occur before the
                Instrument                              start of the
                response may not                        visual scene
                occur prior to                          change (the
                motion onset.                           start of the
                Test results                            scan of the
                must be within                          first video
                the following                           field containing
                limits:                                 different
                                                        information).
                                                        For helicopter
                                                        response,
                                                        acceleration in
                                                        the appropriate
                                                        corresponding
                                                        rotational axis
                                                        is preferred.
------------------------------------------------------------------------
2.e.1........  Response must be      X
                within 150
                milliseconds of
                the helicopter
                response.
2.e.2........  Response must be             X      X
                within 100
                milliseconds of
                the helicopter
                response.
------------------------------------------------------------------------
2.f..........  The simulator                X      X   The simulator
                must simulate                           should represent
                brake and tire                          the motion (in
                failure dynamics                        the appropriate
                (including                              axes) and the
                antiskid                                directional
                failure, if                             control
                appropriate).                           characteristics
               An SOC is                                of the
                required..                              helicopter when
                                                        experiencing
                                                        simulated brake
                                                        or tire
                                                        failures.
------------------------------------------------------------------------
2.g..........  The aerodynamic              X      X   See Attachment 2
                modeling in the                         of this appendix
                simulator must                          for further
                include:.                               information on
               (1) Ground                               ground effect.
                effect,.
               (2) Effects of
                airframe and
                rotor icing (if
                applicable),.
               (3) Aerodynamic
                interference
                effects between
                the rotor wake
                and fuselage,.
               (4) Influence of
                the rotor on
                control and
                stabilization
                systems,.
               (5)
                Representations
                of settling with
                power, and.
               (6) Retreating
                blade stall..
               An SOC is
                required..
------------------------------------------------------------------------
2.h..........  The simulator         X      X      X
                must provide for
                realistic mass
                properties,
                including gross
                weight, center
                of gravity, and
                moments of
                inertia as a
                function of
                payload and fuel
                loading.
               An SOC is
                required..
------------------------------------------------------------------------
3............  Equipment Operation
------------------------------------------------------------------------
3.a..........  All relevant          X      X      X
                instrument
                indications
                involved in the
                simulation of
                the helicopter
                must
                automatically
                respond to
                control movement
                or external
                disturbances to
                the simulated
                helicopter;
                e.g., turbulence
                or windshear.
                Numerical values
                must be
                presented in the
                appropriate
                units.
------------------------------------------------------------------------
3.b..........  Communications,       X      X      X   See Attachment 3
                navigation,                             of this appendix
                caution, and                            for further
                warning                                 information
                equipment must                          regarding long-
                be installed and                        range navigation
                operate within                          equipment.
                the tolerances
                applicable for
                the helicopter
                being simulated.
------------------------------------------------------------------------
3.c..........  Simulated             X      X      X
                helicopter
                systems must
                operate as the
                helicopter
                systems operate
                under normal,
                abnormal, and
                emergency
                operating
                conditions on
                the ground and
                in flight.
------------------------------------------------------------------------

[[Page 209]]

 
3.d..........  The simulator         X      X      X
                must provide
                pilot controls
                with control
                forces and
                control travel
                that correspond
                to the simulated
                helicopter. The
                simulator must
                also react in
                the same manner
                as the
                helicopter under
                the same flight
                conditions.
------------------------------------------------------------------------
3.e..........  Simulator control            X      X
                feel dynamics
                must replicate
                the helicopter
                simulated. This
                must be
                determined by
                comparing a
                recording of the
                control feel
                dynamics of the
                simulator to
                helicopter
                measurements.
                For initial and
                upgrade
                evaluations, the
                control dynamic
                characteristics
                must be measured
                and recorded
                directly from
                the flight deck
                controls, and
                must be
                accomplished in
                takeoff, cruise,
                and landing
                conditions and
                configurations.
------------------------------------------------------------------------
4............  Instructor/Evaluator Facilities
------------------------------------------------------------------------
4.a..........  In addition to        X      X      X   The NSPM will
                the flight                              consider
                crewmember                              alternatives to
                stations, the                           this standard
                simulator must                          for additional
                have at least                           seats based on
                two suitable                            unique flight
                seats for the                           deck
                instructor/check                        configurations.
                airman and FAA
                inspector. These
                seats must
                provide adequate
                vision to the
                pilot's panel
                and forward
                windows. All
                seats other than
                flight crew
                seats need not
                represent those
                found in the
                helicopter but
                must be
                adequately
                secured to the
                floor and
                equipped with
                similar positive
                restraint
                devices.
------------------------------------------------------------------------
4.b..........  The simulator         X      X      X
                must have
                controls that
                enable the
                instructor/
                evaluator to
                control all
                required system
                variables and
                insert all
                abnormal or
                emergency
                conditions into
                the simulated
                helicopter
                systems as
                described in the
                sponsor's FAA-
                approved
                training
                program, or as
                described in the
                relevant
                operating manual
                as appropriate.
------------------------------------------------------------------------
4.c..........  The simulator         X      X      X
                must have
                instructor
                controls for all
                environmental
                effects expected
                to be available
                at the IOS;
                e.g., clouds,
                visibility,
                icing,
                precipitation,
                temperature,
                storm cells, and
                wind speed and
                direction.
------------------------------------------------------------------------
4.d..........  The simulator                X      X   For example,
                must provide the                        another aircraft
                instructor or                           crossing the
                evaluator the                           active runway
                ability to                              and converging
                present ground                          airborne
                and air hazards.                        traffic.
------------------------------------------------------------------------
4.e..........  The simulator                X      X   This is a
                must provide the                        selectable
                instructor or                           condition that
                evaluator the                           is not required
                ability to                              for all
                present the                             operations on or
                effect of re-                           near the
                circulating                             surface.
                dust, water
                vapor, or snow
                conditions that
                develop as a
                result of rotor
                downwash.
------------------------------------------------------------------------
5............  Motion System
------------------------------------------------------------------------
5.a..........  The simulator         X      X      X   For example,
                must have motion                        touchdown cues
                (force) cues                            should be a
                perceptible to                          function of the
                the pilot that                          rate of descent
                are                                     (RoD) of the
                representative                          simulated
                of the motion in                        helicopter.
                a helicopter.
------------------------------------------------------------------------
5.b..........  The simulator         X
                must have a
                motion (force
                cueing) system
                with a minimum
                of three degrees
                of freedom (at
                least pitch,
                roll, and heave).
               An SOC is
                required..
------------------------------------------------------------------------

[[Page 210]]

 
5.c..........  The simulator                X      X
                must have a
                motion (force
                cueing) system
                that produces
                cues at least
                equivalent to
                those of a six-
                degrees-of-
                freedom,
                synergistic
                platform motion
                system (i.e.,
                pitch, roll,
                yaw, heave,
                sway, and surge).
               An SOC is
                required..
------------------------------------------------------------------------
5.d..........  The simulator         X      X      X
                must provide for
                the recording of
                the motion
                system response
                time.
               An SOC is
                required..
------------------------------------------------------------------------
5.e..........  The simulator
                must provide
                motion effects
                programming to
                include the
                following:.
               (1) Runway            X      X      X
                rumble, oleo
                deflections,
                effects of
                ground speed,
                uneven runway,
                characteristics.
               (2) Buffets due
                to transverse
                flow effects.
               (3) Buffet during
                extension and
                retraction of
                landing gear.
               (4) Buffet due to
                retreating blade
                stall.
               (5) Buffet due to
                vortex ring
                (settling with
                power).
               (6)
                Representative
                cues resulting
                from touchdown.
               (7) High speed
                rotor
                vibrations.
               (8) Tire failure             X      X
                dynamics.
               (9) Engine
                malfunction and
                engine damage
               (10) Airframe
                ground strike
               (11) Motion                         X   For air
                vibrations that                         turbulence,
                result from                             general purpose
                atmospheric                             disturbance
                disturbances.                           models are
                                                        acceptable if,
                                                        when used, they
                                                        produce test
                                                        results that
                                                        approximate
                                                        demonstrable
                                                        flight test
                                                        data.
------------------------------------------------------------------------
5.f..........  The simulator                       X   The simulator
                must provide                            should be
                characteristic                          programmed and
                motion                                  instrumented in
                vibrations that                         such a manner
                result from                             that the
                operation of the                        characteristic
                helicopter (for                         buffet modes can
                example,                                be measured and
                retreating blade                        compared to
                stall, extended                         helicopter data.
                landing gear,
                settling with
                power) in so far
                as vibration
                marks an event
                or helicopter
                state, which can
                be sensed in the
                flight deck.
------------------------------------------------------------------------
6............   Visual System...                       Additional
                                                        horizontal field-
                                                        of-view
                                                        capability may
                                                        be added at the
                                                        sponsor's
                                                        discretion
                                                        provided the
                                                        minimum field-of-
                                                        view is
                                                        retained.
------------------------------------------------------------------------
6.a..........  The simulator         X      X      X
                must have a
                visual system
                providing an out-
                of-the-flight
                deck view.
------------------------------------------------------------------------
6.b..........  The simulator         X
                must provide a
                continuous field-
                of-view of at
                least 75[deg]
                horizontally and
                30[deg]
                vertically per
                pilot seat. Both
                pilot seat
                visual systems
                must be operable
                simultaneously.
                The minimum
                horizontal field-
                of-view coverage
                must be plus and
                minus one-half
                (\1/2\) of the
                minimum
                continuous field-
                of-view
                requirement,
                centered on the
                zero degree
                azimuth line
                relative to the
                aircraft
                fuselage. An SOC
                must explain the
                geometry of the
                installation.
               An SOC is
                required..
------------------------------------------------------------------------

[[Page 211]]

 
6.c..........  The simulator                X          Optimization of
                must provide a                          the vertical
                continuous                              field-of-view
                visual field-of-                        may be
                view of at least                        considered with
                146[deg]                                respect to the
                horizontally and                        specific
                36[deg]                                 helicopter
                vertically per                          flight deck cut-
                pilot seat. Both                        off angle. The
                pilot seat                              sponsor may
                visual systems                          request the NSPM
                must be operable                        to evaluate the
                simultaneously.                         FFS for specific
                Horizontal field-                       authorization(s)
                of-view is                              for the
                centered on the                         following:
                zero degree                            (1) Specific
                azimuth line                            areas within the
                relative to the                         database needing
                aircraft                                higher
                f