[Federal Register: May 9, 2008 (Volume 73, Number 91)]
[Rules and Regulations]
[Page 26477-26786]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr09my08-10]
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Part II
Department of Transportation
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Federal Aviation Administration
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14 CFR Part 60
Flight Simulation Training Device Initial and Continuing Qualification
and Use; Final Rule
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 60
[Docket No. FAA-2002-12461; Amendment No. 60-3]
RIN 2120-AJ12
Flight Simulation Training Device Initial and Continuing
Qualification and Use
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: This action amends the Qualification Performance Standards
(QPS) for flight simulation training devices (FSTD) to provide greater
harmonization with international standards for simulation. In addition,
the rule adds a new level of simulation for helicopter flight training
devices (FTD) and establishes FSTD Directive 1, which requires all
existing FSTD airport models that are beyond the number of airport
models required for qualification to meet specified requirements. The
intended effect of this rule is to ensure that the flight training and
testing environment is accurate and realistic. Except for the
requirements of FSTD Directive 1, these technical requirements do not
apply to simulators qualified before May 30, 2008. This rule results in
minimal to no cost increases for manufacturers and sponsors.
DATES: These amendments become effective May 30, 2008.
FOR FURTHER INFORMATION CONTACT: For technical questions concerning
this final rule, contact Edward Cook, Air Transportation Division (AFS-
200), Flight Standards Service, Federal Aviation Administration, 100
Hartsfield Centre Parkway, Suite 400, Atlanta, GA 30354; telephone:
404-832-4700; e-mail: Edward.D.Cook@faa.gov. For legal questions
concerning this final rule, contact Anne Bechdolt, Office of Chief
Counsel (AGC-200), Federal Aviation Administration, 800 Independence
Avenue, SW., Washington, DC 20591; telephone 202-267-7230; e-mail:
Anne.Bechdolt@faa.gov.
SUPPLEMENTARY INFORMATION:
Authority for This Rulemaking
This rulemaking is promulgated under the authority described in 49
U.S.C. 44701. Under that section, the FAA is charged with regulating
air commerce in a way that best promotes safety of civil aircraft.
Table of Contents
I. Background
A. Summary of the NPRM
B. Summary of the Final Rule
C. Summary of Comments
II. Discussion of the Final Rule and Comments
A. Administrative
B. Simulator Qualification and Evaluation
C. FSTD Testing: Objective and Subjective
1. General
2. Visual Systems
3. Motion or Vibration Requirements
4. Sound Requirements
D. Helicopters
E. Quality Management System (QMS)
F. Miscellaneous
III. Regulatory Evaluation, Regulatory Flexibility Determination,
International Trade Impact Assessment, and Unfunded Mandates
Assessment
IV. The Amendment
I. Background
On October 30, 2006, the FAA published Title 14, Code of Federal
Regulations, Part 60, with an effective date of October 30, 2007 (71 FR
63392). The intent of the rule was to promote standardization and
accountability for FSTD maintenance, qualification, and evaluation. The
regulation codified the standards contained in advisory circulars (ACs)
and implemented the Qualification Performance Standards (QPS)
appendices format. The QPS appendices allow regulatory requirements and
corresponding information to be presented in one location. The QPS
appendices format promotes ease of use and greater insight about the
FAA's intent behind the regulation and the required and approved
methods of compliance. On October 22, 2007 (72 FR 59598), the FAA
delayed the effective date of part 60 to coincide with the effective
date of this final rule, which revises the appendices of part 60 that
were originally published on October 30, 2006.
A. Summary of the Notice of Proposed Rulemaking (NPRM)
On October 22, 2007, the FAA published an NPRM (72 FR 59600) to
revise the QPS appendices. The primary purpose of the NPRM was to
ensure that the flight training and testing environment is accurate and
realistic and to provide greater harmonization with the international
standards documents for simulation issued by the Joint Aviation
Authority (JAA) (JAR-STD 1A, Aeroplanes, and JAR-STD 1H, Helicopters),
and the International Civil Aviation Organization (ICAO) (Doc 9625-AN/
938, as amended, Manual of Criteria for the Qualification of Flight
Simulators). The proposed requirements were expected to reduce expenses
and workload for simulator sponsors by eliminating conflicts between
the U.S. standards and the standards of other civil aviation
authorities. The proposed amendments incorporated technological
advances in simulation and standardized the initial and continuing
qualification requirements for FSTDs to harmonize with the
international standards documents. The comment period for the NPRM
closed December 21, 2007.
B. Summary of the Final Rule
This final rule:
Provides a listing of the tasks for which a simulator may
be qualified.
Requires, during aircraft certification testing, the
collection of objective test data for specific FSTD functions,
including: Idle and emergency descents and pitch trim rates for use in
airplane simulators; engine inoperative rejected takeoffs for use in
helicopter simulators; and takeoffs, hover, vertical climbs, and normal
landings for use in helicopter FTDs.
Provides in the QPS appendices additional information for
sponsors on the testing requirements for FSTDs, including the use of
alternative data sources when complete flight test data are not
available or less technically complex levels of simulation are being
developed.
Clarifies and standardizes existing requirements for
motion, visual, and sound systems, including subjective buffeting
motions, visual scene content, and sound replication.
Requires, by FSTD Directive 1, all existing FSTD airport
models used for training, testing, or checking under this chapter that
are beyond the number of airport models required for qualification to
meet the requirements described in Table A3C (Appendix A, Attachment 3)
or Table C3C (Appendix C, Attachment 3), as appropriate.
Except for FSTD Directive 1, manufacturers and sponsors are not
required to incorporate any of the changes listed above for existing
FSTDs. The appendices and attachments to part 60 affected by this final
rule only apply to FSTDs that come into service after part 60 is
effective (May 30, 2008). This final rule results in minimal to no cost
increases for manufacturers and sponsors.
C. Summary of Comments
The FAA received 18 comments on the proposed rule. Commenters
include airlines (Northwest, American, United, and FedEx), industry
organizations (Air Transport Association (ATA) and Helicopter
Association International (HAI)), training organizations (Alteon),
manufacturers (Boeing, Thales, CAE, and Rockwell Collins), and
individuals.
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All of the commenters generally supported the proposal, but the
majority of commenters had specific suggestions to revise the proposed
rule. Most of these suggested revisions were technical edits. None of
the comments resulted in any substantive changes to the proposed
requirements, and we have incorporated the suggestions where
appropriate. We have also made minor editorial revisions where
appropriate.
The FAA received comments on the following general topics:
Administrative.
Simulator Qualification and Evaluation.
FSTD Testing: Objective and Subjective.
General.
Visual Systems.
Motion or Vibration Requirements.
Sound Requirements.
Helicopters.
Quality Management System (QMS).
Miscellaneous.
II. Discussion of the Final Rule and Comments
A. Administrative
The ATA recommended that the FAA make the effective date of the
final rule at least 90 days following the publication date.
Part 60 has been available to the public for review for over 1
year. The revisions to the appendices of Part 60 reflect international
standards that have been in existence for more than 4 years. Further,
when the FAA delayed the effective date to Part 60, we also delayed the
compliance dates of certain sections of the rule to provide adequate
time for transition. Because of the notice provided and delayed
compliance dates of certain sections, the FAA has determined that
delaying the effective date by 90 days is not necessary.
Several of the comments were beyond the scope of the proposal. For
example, CAE and others suggested including objective tests for Heads-
Up Displays (HUD) and Enhanced Visual Systems (EVS). Further, several
commenters suggested adopting standards currently being developed by
the International Working Group (IWG) of the Royal Aeronautical Society
(RAeS).
The FAA has not addressed in detail the comments that are beyond
the scope of the NPRM. In addition, the FAA has determined it would be
premature for the FAA to incorporate into this final rule the standards
currently under review by the IWG. Once the RAeS has adopted the IWG's
recommendations, the FAA will review them for incorporation in the QPS
appendices.
Several commenters noted differences between the proposed standards
and the current international standards and suggested adopting the
international standards. As stated, one of the purposes of this rule is
to harmonize with the current international standards documents for
simulation issued by the JAA and ICAO. These recommendations are within
the scope of the proposal and have been incorporated into this final
rule as appropriate.
Some commenters to the proposed rule noted typographical and
formatting errors in the proposal. The Office of the Federal Register
issued a correction document addressing some of the these errors on
March 5, 2008 (73 FR 11995). The FAA has addressed the remaining errors
in this document.
B. Simulator Qualification and Evaluation
CAE and others noted that the listing of tasks for which an FSTD
may be qualified do not correspond to the tasks set forth in the FAA
Air Carrier Operations Inspector's Handbook and are not the same as
those tasks in the tables that outline the Functions and Subjective
tests for which each FSTD may be evaluated. Commenters also suggested
that the objective and subjective tests used to evaluate the FSTD be
aligned with the tasks for which the FSTD may be qualified.
The FAA recognizes that the FSTD qualification tasks do not mirror
the tasks set forth in the FAA Air Carrier Operations Inspector's
Handbook, the ``Functions and Subjective tests'' tables in Attachment 3
of Appendices A-D, and the ``Tasks vs. Simulator Level'' tables in
Attachment 1 of Appendices A-D. However, there are differences between
the tasks used to evaluate the handling, performance, and other
characteristics of the FSTD and those tasks for which an FSTD may be
qualified for pilot training, testing, or checking activities. Thus,
the list of tasks set forth in the ``Functions and Subjective tests''
tables and ``Tasks vs. Simulator Level'' tables are not necessarily the
same, nor should they be the same.
CAE, ATA, Rockwell Collins, and others asked whether the Level B
simulator authorizations in Table A1B should be listed as an ``X''
instead of an ``R'' for most of the landing tasks.
As the legend in Table A1B indicates, the ``R'' denotes
authorization for Recurrent activities while the ``X'' denotes
authorization for Initial, Transition, Upgrade, and Recurrent
activities. The landing tasks for Level B simulators are restricted to
Recurrent activities and the ``R'' in the table at those points is the
correct reference. However, the FAA acknowledges that the
authorizations for Taxiing and for Normal and Crosswind Takeoffs for
the Level B simulator were inadvertently left blank, and the FAA has
placed an ``R'' in those positions in this table, indicating an
authorization for Recurrent activities in this level of simulation.
American, the ATA, and others stated that the differences between
``update'' and ``upgrade,'' as used in Appendix A, Paragraph 13,
Previously Qualified FFS, subparagraph ``h,'' were not clear. They
recommended clarifying the differences and moving the subparagraph from
the information section to the QPS Requirements section.
The information in subparagraph ``h'' allows for Full Flight
Simulators (FFS) to be updated without requiring an evaluation under
the new standards. Because this language is permissive in nature, we
have moved it to the QPS Requirements section as requested. To clarify
the meaning of these terms, we have added a definition of ``update''
that reflects current practice to Appendix F.
CAE and others suggested revising the note in Table A1B, entry 3.f,
Recovery from Unusual Attitudes, by replacing the statement ``supported
by applicable simulation validation data'' with ``supported by the
simulation models.''
The suggested revised language would allow an individual to go
beyond the flight-test-validated flight-envelope in a flight simulator.
This is not an acceptable practice because of the lack of information
about aircraft performance and handling beyond those limits. Therefore,
the FAA has not adopted the recommendation.
The ATA, Northwest, and others suggested clarifying that the 24-
hour ``look back'' period for the functional preflight check (Table E1,
entry E1.20) is from the beginning of the scheduled training period.
Additionally, commenters questioned whether the FSTD use-period, if
started within 24 hours of a functional preflight check, could continue
beyond that 24-hour ``look-back'' period and whether the functional
preflight check is required for Level 4 ``touch screen'' FTDs. Further,
commenters questioned whether Level 4 FTDs remain under the
responsibility of the Training Program Approval Authority (TPAA).
The proposed requirement for conducting a functional preflight
check within 24 hours prior to using the FSTD is to ensure that
technical personnel with the requisite preflight training have
determined the readiness level of the FSTD. An FSTD use-period does not
begin unless a functional preflight check
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has been completed in the previous 24 hours. If a training session
begins near the end of the 24 hours after the functional preflight
check was completed, the training session may continue beyond that 24
hours. However, any subsequent training session may not begin until
another functional preflight check is conducted.
The National Simulator Program Manager (NSPM) is the FAA manager
responsible for the evaluation and qualification of all FSTDs qualified
under part 60, including Level 4 FTDs. The NSPM will continue to
exercise this responsibility through inspectors and engineers assigned
to the National Simulator Program (NSP) staff and others to whom the
NSPM may delegate that responsibility and authority. This
responsibility and authority is not intended to undermine or compromise
the duties and responsibilities of the assigned TPAA with regard to the
approved use of the FSTD.
CAE and others questioned when it would be necessary to complete an
additional initial qualification evaluation after a modification to the
FSTD. They also asked what principles would be used in determining
whether an evaluation for additional authorization(s) is necessary and
if an evaluation is necessary, when it must take place.
Whether a modification necessitates an additional initial
qualification evaluation, necessitates part of an initial qualification
evaluation, or does not necessitate an additional evaluation, depends
on (1) the extent of the modification; (2) whether the modification
impacts, or is impacted by, other systems or equipment in the FSTD; and
(3) whether, as a result of the modification, the FSTD operation is
consistent with the airplane system it is simulating. After review of
these factors, the FAA will determine on a case-by-case basis whether
an evaluation for additional authorizations is required and when it
will take place.
The ATA, Northwest, and others suggested that the windshear
provisions in Table A1A for each Level C and Level D FFS not be
required for evaluation and qualification purposes because not all
aircraft are required to have windshear equipment and not all pilots
are required to train on recovery from inadvertent windshear
encounters. Further, the commenters also suggested clarifying the
aircraft conditions under which the windshear demonstrations must be
conducted.
Only operations conducted in accordance with 14 CFR part 121 that
use aircraft listed in Sec. 121.358 require windshear training for
crewmembers. Accordingly, the FAA has modified Table A1A to address
only these operations. We have also clarified the aircraft conditions
under which the windshear demonstrations must be conducted.
C. FSTD Testing: Objective and Subjective
1. General
The ATA, Rockwell Collins, and others recommended requiring Level A
and Level B simulators to meet the standards in Table A2A, entry 1.b.7,
Dynamic Engine Failure After Takeoff.
The standards for testing of dynamic engine failures after takeoff
were first established by ICAO and were limited to advanced simulators,
now referred to as Level C and Level D. One purpose of this final rule
is to harmonize FAA standards with current international standards.
Because current international standards do not set forth standards for
testing dynamic engine failure after takeoff for level A and B
simulators, the FAA has not adopted the recommendation.
The ATA, Northwest, Boeing, CAE, and others suggested the FAA
review all the references in Appendix A, Attachment 2, Table A2A, Table
of Objective Tests, that include references to Computer Controlled
Aircraft (CCA) to ensure that the control state testing requirements
(i.e., normal control state or non-normal control state) are correctly
addressed.
The FAA recognizes that there were errors made in the proposal
regarding CCA testing requirements. The FAA has reviewed the CCA
testing requirements to address the correct control state and made
appropriate revisions.
CAE, Rockwell Collins, ATA, and others submitted several comments
on Appendix A, Attachment 1, Table A1A, General Simulator Requirements.
CAE suggested that (1) the manual and automatic testing, described in
entry 2.f, and simulator control feel dynamics, as described in entry
3.e, apply to Level A and Level B simulators in addition to Level C and
Level D simulators; (2) the NSPM should further clarify the number of
malfunctions that are required or provide a list of the necessary
malfunctions that should be present; and (3) the instructor controls,
as described in entry 4.c, either list all the expected environmental
conditions over which the instructor should have control or remove the
reference to ``wind speed and direction.'' The ATA and others requested
that the statements about additional field-of-view capability for Level
A and Level B simulators in entry 6.b of Table A1A be moved to the
Information/Notes column.
Automatic testing and control feel dynamics was first required in
1980 with the publication of the FAA's Advanced Simulation Plan and was
limited to advanced simulators, now referred to as Level C and Level D.
The FAA is not expanding the requirements for automatic testing and
control feel dynamics testing to Level A and Level B simulators because
that would result in differing technical requirements for these
simulator levels while authorizing the same training, testing, and
checking tasks. The additional field-of-view reference in entry 6.b was
designed to allow the option of including a larger field-of-view than
the provision requires, with the understanding that the minimum fields
of view would have to be retained. This reference is more informative
than regulatory and the FAA has moved the statements to the
Information/Notes column.
The ATA and others suggested defining the term ``least augmented
state'' as used in Appendix A, Attachment 2, paragraph 2.j, and
requested confirmation that the ``least augmented state'' is one that
the pilot may select using normal switches found in the airplane flight
deck.
The FAA has determined that a general definition of the term
``least augmented state'' is not appropriate because these states are
dependent on the aircraft type involved. Additionally, the least
augmented state is not necessarily achieved by the use of switches
found in the flight deck. Therefore, the FAA will evaluate FSTDs in
accordance with the least augmented state data supplied by the aircraft
manufacturer or other data supplier.
The ATA, Rockwell Collins, and others suggested that the primary
controls of the simulated aircraft should be tested objectively to
verify correct forces and responses whether simulated aircraft parts or
actual aircraft parts are used. Further, they recommended that the FAA
require a Statement of Compliance and Capability (SOC) that describes
how and where the control forces are generated in the aircraft, and
lists all hardware required to generate these control forces.
The FAA does not require testing of flight controls in these
circumstances because these aircraft controls must be maintained as if
they were installed in an aircraft to provide crewmembers the same
control feedback as felt in the actual aircraft. The sponsor is
required to provide a statement that the aircraft hardware meets the
appropriate manufacturer's specifications for the controls and the
sponsor must have
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information supporting that statement available for NSPM review.
Accordingly, the FAA has not adopted the recommendation.
Boeing suggested, with regard to Table A2A, entry 1.c.2, that the
test for ``One Engine Inoperative'' should be named ``One Engine
Inoperative, Second Segment Climb.''
The test is required for airplanes certificated under both parts 23
and 25. The term ``Second Segment Climb'' applies only to airplanes
certificated under part 25. Therefore, the FAA has not adopted the
suggested change.
The ATA, Rockwell Collins, CAE, and others recommended that the
tests in entries 1.e.1 and 1.e.2, Stopping Time and Distance, of Table
A2A, not apply to Level A and Level B simulators because these
simulator levels are not authorized to perform this landing task.
The FAA did not adopt this change because both Level A and Level B
simulators are authorized to perform Rejected Takeoff Maneuvers. In
addition, Level B simulators are authorized to perform landings in
recurrent training and checking. Therefore, these tests are necessary
to determine the stopping capabilities of the FSTD.
The ATA, Boeing, CAE, and others expressed concern over how to read
the test requirements for Engine Acceleration and Engine Deceleration
(Table A2A, entries 1.f.1 and 1.f.2). The commenters recommended
various ways of publishing the established tolerances. CAE also
recommended defining the terms ``Ti'' and ``Tt.''
The published tolerances for these tests are consistent with
international standards documents. As proposed, Ti and
Tt were defined in the Tables as well as in the
Abbreviations list in Appendix F. For clarification, we have moved
these terms to the definitions section of Appendix F and added cross
references in the tables to Appendix F.
The ATA, Northwest, and others noted that the Short Period Dynamics
test in Table A2A, entry 2.c.10 erroneously did not to apply to Level A
simulators. They also noted that entry 2.d.7, Dutch Roll (yaw damper
off), erroneously applied to all levels of simulators when it should
apply only to Levels B, C, and D.
The FAA acknowledges that applicability to Level A simulators for
the Short Period test was inadvertently omitted and the Dutch Roll test
was inadvertently included, although the correct standards appear in
FAA standards documents and international standards documents. The FAA
has corrected these errors in this final rule.
CAE suggested the FAA clarify Table A2A, entry 2.d.8, Steady State
Sideslip, by stating that this test ``may be a series of snapshot test
results using at least two rudder positions, one of which should be
near maximum allowable rudder.''
The FAA agrees and has clarified the requirement where appropriate.
CAE and others suggested that the definition of the term ``snapshot''
be modified from ``a presentation of one or more variables at a given
instant of time'' to ``a presentation of one or more variables at a
given instant of time or from a time-average of a steady flight
condition.''
The FAA has determined that the suggested modification would create
confusion because of the subjective nature of the phrase ``steady
flight condition'' and has not adopted the suggestion.
The ATA and others suggested a change to Table A2A, entry 2.e.6,
All Engines Operating, Autopilot, Go-Around, to require a manual test
and, if applicable, an autopilot test.
The FAA currently requires a manual test when performing a one
engine inoperative go-around. The all engines operating, autopilot, go-
around test applies only when the airplane is authorized to use the
autopilot function during a go-around. Because both tests are currently
required, the FAA has not adopted the suggested changes.
The ATA, Rockwell Collins, and others suggested that the tests
described in entries 2.e.8 and 2.e.9 of Table A2A, should be conducted
differently (i.e., with the nosewheel steering disconnected or
castering), unless the FAA's intent was to evaluate overall aircraft
response, in which case no change is necessary.
The intent of these tests is to evaluate the aircraft response.
Therefore, no change is necessary.
CAE and Boeing recommended substituting the term ``mass
properties'' with the term ``fuel slosh'' in Appendices A and C,
paragraph 8.h(2)(c) because mass properties are rarely, if ever, run in
an integrated manner as described.
The FAA does not agree that mass properties are not run in an
integrated manner. The FAA has chosen the term mass properties because
it is consistent with international standards. Therefore, the FAA has
not adopted the suggested change.
CAE and Boeing recommended deleting paragraph 9.b(3) in Appendices
A and C because a data provider should not have to demonstrate that
data gathered from an engineering simulation (in lieu of a flight test
source) has necessary qualities to qualify an FSTD.
The FAA did not intend that an engineering simulation be qualified,
or be capable of being qualified, as an FSTD. The data obtained from
the engineering simulation would be appropriate as a replacement for
flight test data when the data obtained from the engineering simulation
is programmed into an FSTD. Therefore, we have clarified the
information in paragraph 9.b(3) to state that in these cases, the data
provider should submit validation data from an audited engineering
simulator/simulation to supplement specific segments of the flight test
data.
CAE and Boeing requested that paragraph 11.a(1) not apply to Table
A2A, entries 1.f.1 and 1.f.2, objective tests for engine acceleration
and deceleration. Rather, they suggested applying 100% of flight test
tolerances to these objective tests. CAE also suggested when flight
test data for an alternate engine fit is unavailable, the objective
testing of engine acceleration and engine deceleration (Table A2A,
tests 1.f.1 and 1.f.2) should be exempt from the 20% tolerance for the
application of engineering simulator/simulation because the actual
tolerance would be less than the simulation iteration rate.
Applying 100% of flight test tolerances to the objective tests
results in these entries is not an acceptable routine procedure. Full
flight test tolerances are appropriate when comparing FSTD results to
airplane data, and 20% of those airplane tolerances are appropriate
when comparing FSTD results to flight engineering simulation data
because it is easier to match ``computer to computer'' data than to
match ``computer to airplane'' data. Any circumstance that does not fit
within these parameters would likely be acceptable under the ``best
fit'' data selection set forth in Appendix A, Attachment 2, paragraph
2.d. Therefore, the FAA has not adopted these changes.
The ATA and others stated that the Rudder Response test in Table
B2A, entry 2.b.6.b is confusing because it would not test the rudder
power in the yaw axis. They suggested modifying the tolerance column to
read `` 2[deg]/sec or 10% yaw rate, OR Roll
rate 2[deg]/sec, bank angle 3[deg].''
This test was originally required as a rudder test using roll rate
and bank angle for the parameters. However, the FAA agrees that this
test may be accomplished using either yaw rate or roll rate and bank
angle. Therefore, the FAA has added a note in the Information/Notes
column that this test
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may be accomplished as a yaw response test.
The ATA, Northwest, CAE, and others suggested eliminating the
2 degree tolerance on bank angle above stick shaker or
initial buffet speeds in Table A2A, entry 2.c.8, Stall Characteristics,
to be consistent with international standards.
The FAA acknowledges that the 2 degree tolerance on
bank angle above stick shaker or initial buffet speeds is not included
in the international standards. However, requiring zero tolerance in
these instances would be very stringent without appreciable difference
in FSTD performance or handling characteristics. Accordingly, the FAA
has not eliminated the tolerance.
Boeing, United, and others recommended clarifying paragraph 11.b(5)
Validation Test Tolerances, and adding a new paragraph 11.b(6) allowing
errors greater than 20% if the simulator sponsor provides an adequate
explanation.
The FAA generally agrees with the suggestion and has modified
paragraph 11.b(5) to reflect this information. The FAA has determined
that adding a new paragraph 11.b(6) is not necessary.
One commenter, citing paragraph 17.a, ``Alternative Data Sources,
Procedures, and Instrumentation: Level A and Level B Simulators Only,''
questioned whether the alternative data collection sources, procedures,
and instrumentation listed in Table A2E were the only sources for data
collection that the FAA would allow.
Appendix A, paragraph 11, Initial (and Upgrade) Qualification
Requirements, requires objective data to be acquired through
traditional aircraft flight testing. It also allows for the use of
``another approved'' source. The FAA has included Table A2E to provide
alternative sources, procedures, or instrumentation acceptable to the
FAA that may be used to acquire the necessary objective data for Level
A or Level B simulators. At this time, the alternative data collection
sources, procedures, and instrumentation listed in Table A2E are the
only alternatives acceptable without prior approval by the NSPM.
The ATA, Rockwell Collins, and others questioned the necessity of
having sounds of precipitation and rain removal devices for Level C
simulators but not requiring the corresponding visual effect.
The FAA recognizes the error in the proposed language and has made
the necessary changes. Level C simulators are required to be
subjectively tested for the sound, motion and visual effects of light,
medium and heavy precipitation near a thunderstorm and the effect of
rain removal devices.
The ATA and others requested that aircraft certified with auto-ice
detection coupled with auto-anti-ice or auto-de-ice capabilities be
exempt from the effects of airframe and engine icing tests listed in
Table A3F, Special Effects.
Because it is possible for flight crews to experience the effects
of airframe or engine icing if the auto-ice detection systems are
inoperative, the flight crews must be trained to recognize and respond
to icing situations. Therefore, the FAA has not adopted the
recommendation.
2. Visual Systems
The ATA, Northwest, Rockwell Collins, United, and several others
recognized that the definition of an FSTD Directive is ``a document
issued by the FAA to an FSTD sponsor requiring a modification to the
FSTD due to a safety-of-flight issue and amending the qualification
basis for the FSTD.'' These commenters asserted that the FAA has not
provided any safety analysis to support the issuance of FSTD Directive
1. Further, these commenters asked how the FAA determines what
constitutes a safety issue that would warrant the issuance of an FSTD
Directive. Some commenters asserted that updating airport modeling is a
complicated problem because of the difficulty in removing airport
models from the instructor operating station (IOS) in some FSTDs,
particularly in those FSTDs not owned or controlled by the sponsor. In
addition, some commenters noted the cost of updating an existing
airport model and suggested that the FAA continue to allow custom
airport models meeting individual training requirements to be used
without modification. Further, the commenters requested the FAA extend
the timeframe for updating airport models to match any modification to
the actual airport.
As proposed, FSTD Directive 1 requires each certificate holder to
ensure that each airport model used for training, testing or checking,
except those airport models used to qualify the simulator at the
designated level, meets the requirements of a Class II or Class III
airport model. The FAA acknowledges that FSTD Directives may be issued
only for safety-of-flight purposes. These determinations will be made
on a case-by-case basis. The FAA has determined that updating airport
modeling is a safety-of-flight concern because pilots have landed
airplanes on wrong runways, landed on taxiways, landed at the wrong
airport, unknowingly taxied across active runways, and taken off from
the wrong runway. Many FSTD users have expressed concern regarding the
accuracy of these models with respect to real world airports. Training,
testing, or checking in an FSTD with incomplete or inaccurate airport
models representing real world airports can contribute to incomplete
planning or poor decision making by pilots if they subsequently operate
into or out of that real world airport. While these potentially
disastrous occurrences happen infrequently, inaccurate airport modeling
is a safety-of-flight issue that warrants the issuance of this FSTD
Directive.
The proposed FSTD Directive is designed to address qualified FSTDs
that contain airport models that were not evaluated. The FSTD Directive
ensures that each model used in an FSTD for training, testing, or
checking activities meets the acceptable minimum standards. Although
the FAA is responsible for ensuring that these standards are met, the
FSTD sponsor is responsible for maintaining the FSTD, and each
certificate holder using the FSTD is responsible for ensuring that all
of the FSTD components are in compliance with these standards and
report any deficiencies.
Upon review of the comments, however, we have clarified the
language of the FSTD Directive. The FSTD Directive still requires each
certificate holder to ensure that, by May 30, 2009, except for the
airport model(s) used to qualify the FSTD at the designated level, each
airport model used by the certificate holder's instructors or
evaluators for training, testing, or checking under 14 CFR chapter I in
an FFS, meets the definition of a Class II, or Class III airport model
as defined in part 60, Appendix F. We originally proposed to require
removal of all airport models that did not meet the standards of a
Class II or Class III model. In light of comments regarding the expense
of such removal and issues regarding the sponsorship and leasing of
FSTDs, FSTD Directive 1 now requires only the airport models used for
training, testing or checking to meet the appropriate requirements; it
does not require removal of other airport models. Additionally, we have
revised the definition of a generic airport model in Appendix F to
clearly describe a Class III airport model that combines correct
navigation aids for a real world airport with an airport model that
does not depict that real world airport. Use of such an airport model
may require some limitations on that use. The clarified language in the
FSTD Directive and the
[[Page 26483]]
revised definitions may mitigate the actual cost of updating airport
models. In addition, the FAA recognizes that it takes time to design,
construct, and implement changes to computer programming. The FAA has
decided to modify the time requirements in paragraph 1(f) of Attachment
3, Appendix A, and clarify the process for requesting an extension for
the update in paragraph 1(g) of Attachment 3, Appendix A.
Further, the ATA and others suggested adding a statement in the
Information/Notes column of Table B1A regarding visual systems that
FSTD Directive 1 does not apply to Level A standards for an FTD visual
system.
If a visual system installed in any level of FTD is not being used
to acquire additional training credits, FSTD Directive 1 does not
apply. However, if the visual system is being used to acquire training
credits, the visual system must meet the requirements of at least a
Level A FFS visual system. In these circumstances, FSTD Directive 1
could affect the airport models used in that system. Therefore, the FAA
has not added the suggested statement.
The ATA, Rockwell Collins, and others noted that the terms visual
scenes, visual models, and airport models, appear to be used
interchangeably in the NPRM.
The FAA has adopted the term ``airport model'' instead of the terms
``visual scene''or ``visual model''throughout this final rule. We also
have deleted the definition of ``visual model'' from Appendix F and
changed the definition of ``visual database'' to ``a display that may
include one or more airport models'' for consistency. Since there are
three classes of airport models, we clarified the differences between
Class I, Class II, and Class III in the definition of airport model.
ATA, Rockwell Collins, and others questioned the need for 16 moving
models as well as the training tasks that would be able to be met by
having these moving models. The commenters also requested clarification
regarding what constitutes gate clutter.
The primary goal of the NPRM was to harmonize with international
standards. The intent of the 16 moving objects requirement, which is an
international standard, is to enhance the ``realism''of the displayed
visual scene. The FAA has added a definition of gate clutter in
Appendix F, as described in entry 2.f in Table A3B.
The ATA, Rockwell Collins, and others stated that the Class II
airport model requirements are excessive, especially for areas other
than the ``in-use'' runway itself and noted that there are no model
content requirements for ``generic airport models.''
The Class II airport model requirements mirror the long-standing
guidance in AC 120-40B, Airplane Simulator Qualification, Appendix 3,
and are consistent with international standards. The FAA has determined
that providing specific model content requirements for ``generic
airport models'' would restrict unnecessarily the capability and
flexibility that currently exists. Accordingly, the FAA has not made
any changes to the Class II airport model requirements or created any
specific requirements for ``generic airport models.''
The ATA, Rockwell Collins, CAE, and others questioned whether
``ambient lighting'' in Daylight Visual Scenes is required.
Ambient lighting is not required in daylight visual scenes because
of its distorting effects on the visual scene and inside the flight
deck. The FAA has removed the requirement for ambient flight deck
lighting where appropriate.
The ATA and others requested that the FAA clarify the Surface
Movement Guidance and Control System (SMGCS) as referenced in Table
A3B, entry 2.j.
Entry 2.j requires that a low visibility taxi route must be
demonstrated for qualification of a Level D simulator. A low visibility
taxi route could be satisfied, according to the Table A3B, by a
depiction of one of the following means: an SMGCS taxi route, a follow-
me truck, or low visibility daylight taxi lights. For further
information on SMGCS, see AC 120-57A (December 19, 1996).
The ATA, Rockwell Collins, and others questioned the language in
the preamble of the NPRM describing the visual system proposal as
requiring a ``field of view and system capacity requirements'' * * *
increased by 20 percent over the present requirement.'' The commenters
asserted that the proposed surfaces and light point requirements are
``considerably in excess of a 20% increase.''
The 20% increase, as described in the NPRM preamble, should have
applied only to the field-of-view requirements. However, the actual
requirements stated in the proposed rule language for field-of-view and
system capacity for generating surface and light points are consistent
with current international standards. Further, the metrics simulator
manufacturers are currently using to construct their equipment
correspond to the proposed system capacity for generating surface and
light points. Therefore, no changes to the rule language are necessary.
The ATA, Rockwell Collins, and others objected to the larger field-
of-view requirements for FSTDs previously built but not evaluated by
the FAA for qualification, and for FSTDs previously evaluated and
qualified, but returning to service after a 2-year inactive interval.
The concern is that these FSTDs would be required to meet the new
field-of-view requirements.
The first time an FSTD is evaluated by the FAA for qualification,
the FSTD is evaluated in accordance with the set of standards current
at that time. An FSTD placed into an inactive status for 2 or more
years will not necessarily be evaluated under any new criteria in
effect at the time of re-entry into service. The NSPM, however,
considers a full range of factors before deciding whether to require an
FSTD coming out of an inactive period to be evaluated in accordance
with its original qualification basis or in accordance with the set of
standards current at that time.
CAE and others recommended modifying in Table A1A, entry 6.p, to
require the visual system be free from apparent and distracting
quantization, instead of only apparent quantization.
Eliminating the slightest traces of quantization cannot be
technically accomplished. However, because distracting quantization can
be minimized to such a level that it does not affect the performance of
the visual system, the FAA has made this change.
CAE, ATA, Rockwell Collins, and others questioned why realistic
color and directionality of all airport lighting is not a requirement
for Level A, Level B, and Level C simulators in addition to Level D
simulators.
As proposed, the airport lighting requirements for Level A and B
simulators are consistent with international standards. Therefore, the
FAA has not made the requested change.
The ATA, Northwest, and others suggested including a test in Table
A2A, entry 4.b.3, for Level C simulators to evaluate visual systems
with 150[deg] horizontal and 30[deg] vertical field-of-view or a
monitor-based system.
The primary goal of the NPRM was to harmonize with international
standards. The current international standard, as reflected in the
NPRM, for Level C simulators is 180[deg] horizontal by 40[deg] vertical
field-of-view. Therefore, the FAA has not adopted the change.
The ATA, Rockwell Collins, and others stated that the test in Table
A2A, entry 4.f, Surface Resolution, does not reflect current practice
for runway markings. Commenters recommended that this test mirror the
current practice
[[Page 26484]]
and international standards that runway stripes and spaces be 5.75 feet
wide.
The FAA has modified this language where appropriate to reflect
current practice and international standards.
The ATA, Rockwell Collins, CAE, and others questioned why the
tolerances allowed in entry 4.i, Visual Ground Segment (VGS), of Table
A2A are different from the current international standards. They also
suggested that the Qualification Test Guide (QTG) contain calculations
to compare the altitude used against the altitude specified when
performing this test and questioned whether the test must be performed
manually. They also requested deleting or correcting the conversion of
feet to meters.
The international standards prescribe the application of the VGS
tolerance to the far end of the VGS with no tolerance provided at the
near end of the VGS. To ensure harmonization, the FAA has made the
appropriate changes to the application of this VGS tolerance. The
requirements for the QTG contain provisions regarding the calculation
of altitude references. The FAA has stated that the altitude
calculations are computed with the aircraft at 100 ft (30 m) above the
runway touchdown zone and centered on the Instrument Landing System
(ILS) electronic glide slope. The typical reference for modern turbojet
aircraft operations for height above touchdown is the height of the
main landing gear above that touchdown zone reference plane, with the
aircraft at a specified weight and landing configuration. To clarify
these calculations, the FAA has modified the Flight Conditions column
for entry 4.i of Table A2A to reflect this information. The distances
expressed in metric units are not direct conversions to U.S. customary
units, nor were they intended to be. Rather, these are the appropriate
standards depending on which system is being used. Therefore, the FAA
has not removed the metric references.
The ATA and others requested clarification regarding the term ``in-
use runway'' in Tables A3B and A3C. The commenters stated that using
the general term ``in-use runway'' would require modeling all taxiways
rather than the primary one used, which may overload the visual system
and negatively impact training.
Each ``in-use'' runway is a single, one-direction runway, used for
takeoffs and landings, that has the required surface lighting and
markings. New visual systems are capable of generating substantially
more detail than required by this final rule. However, because of the
concern raised regarding associated taxiways, the FAA has modified the
language in Appendices A, C, and D regarding airport model content to
require the use of only the primary taxi route from parking to the end
of the runway instead of requiring the modeling of all potential taxi
routes.
One commenter requested the FAA provide a definition of the term
``dynamic response programming,'' to clarify the requirements in Table
A1A, entry 6.h. CAE and others questioned the use of the terms
``correlate with integrated airplane systems, where fitted,'' and
``dynamic response programming,'' as they are used in Tables A3B and
A1A. Commenters also noted that Table A3B, entry 6.d erroneously
applied the requirements for ``correlate with integrated airplane
systems'' to all levels of simulators rather than just Levels C and D.
The term ``dynamic response'' is used in its typical engineering
context. As used in Tables A1A (entry 6.h) and C1A (entry 6.i)
``dynamic response programming'' requires the visual system display to
respond with the continuous movement of the simulated aircraft. We have
clarified the language in Tables A3b (entry 6.d), C3b (entry 6.d) and
D3B (entry 5.d) by removing the phrase ``where fitted.'' The
requirement that the visual scene correlate with the integrated
aircraft systems is to ensure that all installed integrated aircraft
systems correctly respond to what appears in the visual scene. This
visual correspondence requirement applies to only Level C and D
simulators and the FAA has corrected this error in Tables A3B and C3B.
The ATA, Rockwell Collins, and others suggested there should be no
difference between entries 6.e and 8.g in Table A3B.
These two entries are designed to test separate conditions. Entry
6.e tests the external lights to ensure correlation with the airplane
and associated equipment while entry 8.g tests the environmental
effects of the external lights in the visual system. Because of the
separate, distinct purposes of these entries, they should not be the
same, and the FAA has not adopted the recommendation.
The ATA, Rockwell Collins, and others objected to the inclusion of
several visual, sound, or motion systems features (e.g., the effect of
rain removal devices; sound of light, medium, and heavy precipitation;
and nosewheel scuffing) in the airport model presentations because they
are not airport model functions.
These features are a function of the visual, sound, or motion
systems. These features must be available and operate correctly in
conjunction with the airport models presented during training, testing,
or checking activities. These features are meaningful only when they
are presented as part of the airport model. Therefore, the FAA has not
removed these features from the airport model requirements.
The ATA, Northwest, Rockwell Collins, and others expressed concern
that the discussion of entry 10 in Table A3B regarding the combination
of two airport models to achieve two ``in-use'' runways at one airport,
may impede control of the radio aids and terrain elevation and create
distracting effects in the visual scene display.
The discussion in entry 10 of Table A3B is an authorization, not a
requirement. If an FSTD has limitations such that this combination
would impede control or create distracting effects, this particular
authorization is not applicable. The FAA has added clarifying language
in entry 10 to address this concern.
The ATA, Rockwell Collins, and others stated the requirement that
``slopes in runways, taxiways, and ramp areas must not cause
distracting or unrealistic effects'' in entry 4.b in Table A3C implies
that Level A and Level B simulators are required to have sloping
terrain modeling, making the Class II airport models more stringent
than Class I airport models.
Level A and B simulators are not required to have sloping terrain
modeling. This provision, however, sets forth the requirements for such
modeling if a sponsor elects to incorporate sloping terrain modeling in
the FSTD. The FAA has clarified this requirement by adding the
qualifier ``if depicted in the visual scene,'' in the appropriate
tables in Appendices A, C, and D.
CAE and others requested the FAA establish a list of individuals or
corporations who work as visual modelers and can provide detailed
information about airports without creating national security concerns.
Anyone with a legitimate need for the acquisition of detailed
airport information for accurate modeling of any U.S. airport for
simulation modeling purposes should contact the NSPM for assistance.
3. Motion or Vibration Requirements
Rockwell Collins, CAE, the ATA, and others stated that Motion
Cueing Performance Signature tests can provide an objective means of
determining loss in motion system performance. The commenters were
concerned that if these tests were conducted only during the Initial
Qualification Evaluation, sponsors would not have objective
[[Page 26485]]
information available to determine the continuing status of the motion
system.
The proposal required the results of these tests to be included in
the MQTG. Because sponsors are required to run the complete quarterly
MQTG inspections, these tests are not intended to be one-time-only
tests. The sponsor and NSPM regularly review these tests. The FAA
agrees that the statement ``this test is not required as part of
continuing qualification evaluations'' is misleading and has deleted
this statement where appropriate.
The ATA, Rockwell Collins, and others questioned whether Level B
simulators must be subjectively tested for nosewheel scuffing motion
effects when this level of simulator was not authorized for the taxi
task.
Level B simulators are authorized for Rejected Takeoff Maneuvers.
At higher speeds, the movement of the nosewheel steering mechanism can
be more sensitive and may cause the nosewheel to be turned beyond
smooth tracking angles, resulting in nosewheel scuffing during Rejected
Takeoff Maneuvers. Therefore, the FAA has determined that subjective
testing for nosewheel scuffing motion effects is necessary and did not
make any change.
4. Sound Requirements
The ATA, Rockwell Collins, and others suggested that in Table A2A,
entry 5, Sound Requirements, the tests listed should have a defined
frequency spectrum within which the tests should be conducted similar
to that set forth in international standards.
Because the text in the proposal describes these processes and
similar statements appear in international standards, the FAA has added
language similar to the international standards to the sound test
requirements of entry 5, Table A2A.
The ATA, Rockwell Collins, and others suggested requiring all
levels of FTDs to be able to represent all the flight deck aural
warning sounds and sounds from pilot actions instead of limiting this
standard to level 6 FTDs, as it currently appears in entry 7.a of Table
B1A.
A Level 6 FTD is the only level of FTD that is required to have all
aircraft systems installed and operational. This requirement has been
in effect for over 16 years and is consistent with current
international standards. The suggested requirement is also outside the
scope of this rulemaking. Accordingly, the FAA has not adopted the
change.
CAE and others suggested entry 7.c, Accurate Simulation of Sounds,
in Table A1A, address abnormal operations in addition to the sound of
normal operations and the sound of a crash.
The current international standards contain a requirement for
sounds addressing abnormal operations, which include the sound of a
crash, and normal operations. To harmonize with international standards
the FAA has made the change.
D. Helicopters
CAE and others noted that an SOC is not necessary for entries 1.a,
1.b, and 2.a in Table C1A. Thales also suggested that the language in
entry 2.a be modified to reflect helicopter operations.
The FAA has removed the SOC requirement in entries 1.a and 1.b
because it is not necessary. The SOC for entry 2.a is necessary because
it describes a flight dynamics model that must account for combinations
of drag and thrust normally encountered in flight. However, the FAA has
modified the language in entry 2.a to better reflect helicopter
operations.
Thales and others stated that the motion onset requirements in
Table C1A, entry 2.e, are new requirements for helicopter simulation.
The FAA included the requirements in this entry in the October 30,
2006, final rule (71 FR 63426), and again in the NPRM for this rule.
These requirements codify existing practice (e.g., AC 120-63,
Helicopter Simulator Qualification).
CAE and others suggested that the Information/Notes column in Table
C1A, entry 2.f, include ``roll'' as well as ``pitch,'' ``side
loading,'' and ``directional control characteristics,'' when simulating
brake and tire failure dynamics.
The FAA has clarified the Information/Notes column by adding the
phrase ``in the appropriate axes,'' which includes roll, pitch, yaw,
heave, sway (side loading), and surge.
Thales, CAE, and others suggested that the requirements in Table
C1A, entry 2.g.1, regarding ground effect should apply to Level B
simulators as it appears in table C1A, entry 2.c.1.
The FAA has separated these two requirements because helicopter
simulator Levels B, C, and D may be required to perform running
takeoffs and running landings, as described in entry 2.c.1. However,
only Level C and D simulators are required to perform takeoffs or
landings to or from a hover, as noted in entry 2.g, thus requiring
separate table entries. Accordingly, the FAA has not adopted the
recommendation.
CAE and others requested clarification regarding the kinds of
aircraft system variables and environmental conditions as listed in
Table C1A, entry 4, that must be used in simulation. Commenters
suggested removing the reference to ``wind speed,'' including other
environmental controls, and including ``water spray'' when hovering
over water.
There is no specific list of system variables that must be
available in a helicopter simulator. The requirement is that the
instructor or evaluator be able to control all the system variables and
insert all abnormal or emergency conditions into the simulated
helicopter systems as described in the sponsor's FAA-approved training
program, or as described in the relevant FSTD operating manual. The FAA
has reviewed the entries for environmental controls and has included
additional examples of environmental conditions that may be available
in the FSTD. We also have included ``water vapor'' as an example of
what may be expected to be re-circulated when hovering above the
surface, as suggested by the commenters.
CAE, Thales, and others suggested including vortex ring and high-
speed rotor vibrations for motion effects programming requirements in
Table C1A, entry 5.e. Commenters also suggested requiring Level B and C
simulators to demonstrate air turbulence models.
As proposed, entry 5.e included requirements for buffet due to
settling with power and rotor vibrations. As the commenters noted,
these terms are better expressed as buffet due to vortex ring, and
high-speed rotor vibrations. The FAA has clarified the requirements as
requested. The FAA also has clarified the statement in the Information/
Notes column regarding the use of air turbulence models. Further
changes regarding air turbulence modeling are beyond the scope of the
NPRM.
Thales and others recommended adjusting surface resolution from the
currently proposed three (3) arc-minutes to two (2) arc-minutes in
Table C1A, entry 6.i.(4). Additionally, Thales recommended the FAA add
``helipad'' or ``heliport'' lighting effects specific to helicopter
operations for subjective testing.
As noted by the commenter, the two (2) arc-minutes requirement is
the current international standard. Therefore, the FAA has made the
recommended change. However, there are specific requirements for both
airport and helicopter landing area models for training, testing, and
checking purposes in attachment 3, and the FAA has not included the
``helipad'' or ``heliport'' lighting effects in Table C1A.
[[Page 26486]]
CAE, Thales, and others suggested that the tolerance of 3 knots, in Table C2A, entry 1.c, Takeoff, and entry 1.j,
Landing, be applied to either airspeed or ground speed, because data
collected at airspeeds below 30-40 knots are often unreliable. Thales
suggested that for entries 1.c.2 and 1.c.3, the specific type of
takeoff (Category A, Performance, Confined area, etc,) be recorded so
proper comparisons can be made.
The FAA recognizes the difficulties in applying tolerances to
airspeeds when the airspeed value itself may not be accurate and has
added a general authorization for Takeoff tests and Landing tests.
Also, the FAA has added a note in the Information/Notes column to
address the differing types of takeoff profiles used for each of these
tests.
CAE and others stated that in helicopter simulation, flight test
data containing all the required parameters for a complete power-off
landing is not always available. CAE recommended modifying the language
in Tables C2A and D2A, entry 1.j.4, Autorotational Landing, to state
that in those cases where data are not available, and other qualified
flight test personnel are not available to acquire this data, the
sponsor must coordinate with the NSPM to determine if it is appropriate
to accept alternative testing means.
The FAA agrees that, in certain circumstances, the sponsor must
coordinate with the NSPM to determine if it is appropriate to accept an
alternative testing means. The FAA has made the appropriate changes.
CAE and others stated that Table C2A, entry 1.h.2, Autorotation
Performance, requires data be recorded for speeds from 50 knots, 5 knots, through at least maximum glide distance airspeed.
However, the maximum allowable autorotation airspeed is often slower
than the maximum glide distance airspeed, which would prevent accurate
data for autorotation entry.
The FAA has modified the test details to include maximum allowable
autorotation airspeed.
CAE and others suggested reducing the tolerance for control
displacement to 0.10 inches in Table C2A, entry 2.a.6,
Control System Freeplay. The commenters also suggested harmonizing the
tolerance requirements for FTDs in Table D2A, entry 2.a.6.
The FAA agrees and has made the appropriate changes, which reflect
current international standards.
CAE and others suggested that the proposed 10%
tolerances on pitch and airspeed for non-periodic responses, in Table
C2A, entry 2.c.3.a, Dynamic Stability, Long Term Response, be relaxed
because the proposal is too restrictive. They noted non-periodic
Augmentation-On responses generally exhibit less than 5 degrees peak
pitch attitude change from trim. Further, commenters recommended adding
a statement to the Information/Notes column to clarify the relationship
between non-periodic responses and flight-test data. The rationale for
these recommendations is to avoid requirements that are unduly
restrictive with divergent results, while ensuring that the non-
periodic responses are accurately reproduced.
The FAA agrees with the commenter's suggestions and rationale and
has made the appropriate changes in Table C2A for FFSs and in Table D2A
for FTDs.
CAE and others suggested relating the proposed tolerances in Table
C2A, entry 2.d.3.a, Dynamic Lateral and Directional Stability, Lateral-
Directional Oscillations test. The commenters stated that the non-
periodic responses may be divergent, weakly convergent, or deadbeat.
The commenters stated that the proposed tolerances may be too
restrictive for deadbeat responses. Additionally, the commenters stated
that oscillatory responses that satisfy the period and damping ratio
tolerances would not necessarily meet the proposed time history
tolerances because of the non-periodic nature of the response. The
rationale for these recommendations is to avoid requirements that are
unduly restrictive with divergent results while ensuring that the non-
periodic responses are reproduced with sufficient accuracy.
The FAA agrees with the commenters' suggestions and rationale and
has made the appropriate changes in Table C2A for FFSs and in Table D2A
for FTDs.
Thales, CAE, and others were concerned that there are no tolerances
specified for the tests listed in Table C2A, entry 3.a, Frequency
Response, 3.b, Leg Balance, and 3.c, Turn Around Check.
Because of the way the tests are used, the FAA has determined it is
appropriate that these specific tests do not have a specified tolerance
other than the performance as established by the FSTD manufacturer in
coordination with the sponsor. These tests are conducted during the
initial evaluation and made part of the MQTG. While the sponsor is not
required to run these tests again during continuing qualification
evaluations, the test results are available if a question arises about
the performance of the motion system hardware or the integrity of the
motion set-up at any time subsequent to the initial qualification
evaluation. The test results recorded during the initial qualification
evaluation provide a benchmark against which subsequent comparisons can
be made.
CAE and others questioned whether a motion signature (Table C2A,
entry 3.e, Motion Cueing Performance Signature) is required for a test
that only requires a snapshot test result or a series of snapshot test
results, and if a sponsor may submit a result of their choice if
multiple results are available for a specific test.
The specific motion cueing performance signature tests have
specifically associated tests that are indicated in the Information/
Notes column. When these tests are conducted, the sponsor records the
motion system as an additional parameter, providing a cross-sectional
benchmark for the motion system performance. When the test authorizes
the result to be provided as ``a series of snapshot tests,'' the
sponsor may choose to record the motion cueing performance signature
tests as a time history or as a series of snapshot tests.
Thales, HAI, and others requested that sponsors be allowed to use
alternative data sources for Helicopter FTDs, as authorized for
Airplane FTDs.
At this time, alternative data source information has not been
developed for Helicopter FTDs. The FAA developed the alternative data
source information for airplanes in coordination with industry prior to
this rulemaking. Anyone interested in researching and developing
alternatives for helicopter FTDs for future rulemakings should contact
the NSPM.
The HAI and others suggested expanding the vertical field-of-view
requirements for level 7 helicopter FTDs to at least 70[deg] in
paragraph 24 of Appendix D, Helicopter Flight Training Devices. CAE
further noted that the field-of-view requirements for Level 7 FTDs
appear to be more stringent than the requirements for a Level B
simulator.
Peripheral vision is a critical cue in helicopter operations.
Therefore, the FAA determined that the field-of-view standards for
Level C helicopter simulators, which have been in effect since 1994,
provide the adequate peripheral cues for the new level 7 helicopter
FTD. Because peripheral vision is the critical cue, the FAA has not
expanded the vertical field-of-view requirement.
CAE and others suggested revising the requirements for handling
qualities for the level 7 helicopter FTD listed in Table D1A, given the
list of tasks that may be authorized for the FTD.
Although the tasks listed in the referenced table may seem
extensive for a device that is not an FFS, the FAA
[[Page 26487]]
does not intend that a student would be completely trained or trained
to proficiency in any of the tasks authorized for that FTD. In each
case, the task requires additional training, either in an aircraft or
in a higher level FSTD, and a proficiency test in an aircraft or in a
higher level FSTD upon completion of such training. Therefore, the FAA
has not revised the handling qualities for the level 7 helicopter FTD.
CAE and others suggested modifying Table D1A, entries 1.a and 1.b,
to clarify the location of bulkheads and the location and operation of
circuit breakers.
The FAA has included clarifying language in entry 1.a of Table D1A.
CAE and others suggested removing the statement ``An SOC is
required'' from Table D1A, entries 1.a, 1.b, 2.a, 6.a.1, 6.a.2, 6.a.3,
6.a.4, 6.a.5, 6.a.6, and 6.b.
The FAA agrees with the commenters with respect to entries 1.a and
1.b and has removed the SOC statement because a visual observation is
sufficient. However, for the remainder of the entries, the SOC
statements are still necessary because a visual observation will not
reveal the data necessary to demonstrate and explain compliance with
the specific requirements.
CAE and others suggested including a requirement for an SOC to
explain how the computer will address the delay timing requirements for
relative responses in Table D1A, entry 2.c.
The entry preceding 2.c sets forth the requirement to have a
computer (analog or digital) with the capabilities necessary to meet
the qualification level sought. At this point, an SOC is required. The
SOC will supply the information about the delay timing tests.
Therefore, an additional SOC requirement in entry 2.c is not necessary.
CAE, HAI, and others suggested requiring in Table D1A, entry 5,
Motion system, that all FTD levels have a motion system instead of
allowing an open authorization with the limitation that, if installed,
it may not be distracting.
The current training equipment for helicopter FTDs is not designed
to include motion systems. The FAA recognizes, however, that some
sponsors may wish to include these systems as part of their training
equipment. If a sponsor elects to install a motion system, the system
must not be distracting. Further, if the system will be used for
additional training, testing, or checking credits, it must meet certain
other requirements outlined in Appendix C. Accordingly, the FAA has not
required helicopter FTDs to have motion systems. However, as proposed,
all level 7 FTDs are required, at the very least, to have a vibration
system.
HAI and others questioned why ``mast bumping'' was not authorized
for Level 6 FTDs, as it is for Level 7 FTDs.
As noted in entry 5.b of Table D1A, only Level 7 FTDs are required
to have a vibration system. Because the primary cue that would alert
the pilot to the onset of mast bumping would be an increase in the
vibration felt from the rotor system, this task is only authorized for
Level 7 FTDs.
CAE stated that in Table D2A, entry 2.b.3.d, Vertical Control
Response, the augmentation condition under the flight condition column
is not specified, which is different from the previous three tests for
control response in that table.
The FAA agrees with the commenter and has amended the referenced
flight condition column to indicate that the augmentation condition for
the test is both on and off, as it is for the preceding three control
response tests in Table D2A.
CAE and others questioned whether the requirements of FSTD
Directive 1 should be extended to helicopter FTDs.
The provisions of FSTD Directive 1 are applicable to those FSTD
airport models currently in existence. Currently, there are no
helicopter FTDs that have required visual systems. Therefore, there is
no need to extend the requirements set out in FSTD Directive 1 to
helicopter FTDs. The requirements for airport models are included in
attachment 3 of Appendix D and are applicable to newly qualified Level
7 helicopter FTDs.
HAI and others questioned the necessity and cost of requiring Table
D3B, entry 5.f, Effect of Rain Removal Devices.
The visual system requirement for the Level 7 helicopter FTD was
designed to mirror the Level C helicopter FFS visual system
requirement, which includes rain removal devices. This requirement is
necessary to ensure that the FTD adequately reflects the actual
helicopter being simulated. If the actual helicopter does not have rain
removal devices, the FTD is not required to demonstrate the effect of
rain removal devices. The FAA notes that these devices are not always a
``windshield wiper,'' but may be high-pressure air or an application of
rain-repelling fluid.
E. Quality Management System (QMS)
Federal Express, ATA, and others questioned which Quality
Management System (QMS) would apply when an FSTD (including FSTDs owned
by foreign entities), is installed in a Training Center with a
different QMS, or if the FSTD is maintained by a contractor with a
different QMS.
The system and processes outlined in the QMS should enable the
sponsor to monitor compliance with all applicable regulations and
ensure correct maintenance and performance of the FSTD in accordance
with part 60. Thus, the sponsor's QMS must include provisions to ensure
that the FSTD will only be used when it is in compliance with the
sponsor's own QMS and the regulatory requirements of part 60.
The ATA, Rockwell Collins, and others requested that the voluntary
elements for the QMS, as published on October 30, 2006 (71 FR 63426),
be included in Appendix E of the final rule. One commenter suggested
that the concept of a ``basic'' and a ``voluntary'' QMS be removed and
a single QMS be required.
As noted in the NPRM (72 FR 59604), the FAA removed the voluntary
QMS from Appendix E. As proposed, Appendix E sets forth the basic
requirements for a QMS. Although commenters requested that we include
in part 60 the voluntary program, the voluntary program does not
expand, further explain, or correspond to specific regulatory
requirements. Therefore, the FAA has not included the voluntary program
in the final rule.
The ATA, Northwest, and others questioned the inspection
responsibilities of the NSPM in evaluating the QMS as opposed to FAA
entities conducting ATOS audits.
The NSPM is responsible for evaluating the FSTD, including the QMS
associated with the FSTD. The ATOS inspections determine whether the
incorporation of the FSTD into an FAA-approved flight training program
provides the necessary tool(s) to complete the required training
program activities. The FAA has determined that the ATOS inspections
will not include review of the actual FSTD or the QMS associated with
that FSTD.
Federal Express and others questioned whether only the Management
Representative (MR) should receive Quality System training and brief
other personnel on procedures and suggested that the wording be changed
to allow others, besides the MR, to brief other personnel. They were
also concerned that the MR, in most cases, is the Director of
Operations. They also questioned what would be considered
``appropriate'' quality system training.
The FAA does not require that the MR be the Director of Operations
or hold any other specific position for a certificate holder. The MR,
as
[[Page 26488]]
determined by the sponsor, may delegate his or her responsibilities so
long as the delegation does not compromise the QMS. If the MR delegates
his or her responsibilities, the MR must ensure that the person to whom
the MR delegates his or her responsibilities is capable of adequately
briefing other personnel on QMS procedures. Further, anyone can receive
QMS training. The FAA, however, is requiring only that the MR receive
QMS training. The FAA agrees that the word ``appropriate'' is not
necessary in this context and has removed it.
Federal Express and others questioned the proposed requirement to
notify the NSPM within 10 working days of the sponsor becoming aware of
an addition to, or revision of, flight-related data or airplane
systems-related data used to program or operate a qualified FSTD. The
commenters are concerned because systems data may not be provided to
the sponsor in a timely manner. They requested the notification time be
changed to 10 working days of performing a modification, an addition,
or a revision of FSTD software that affects the flight or system
operations of a qualified FSTD.
The requirement that the sponsor must submit notification within 10
calendar days is only a statement that the sponsor is aware that an
addition to, amendment of, or a revision of data that may relate to FFS
performance or handling characteristics is available. This notification
does not require any information regarding how the change is to be
accomplished, nor does it commit the sponsor to implementing the
particular change. Rather, information regarding the sponsor's proposed
course of action must be submitted within 45 calendar days of the
sponsor becoming aware of the data. Therefore, the FAA did not change
the notification time requirement as requested by the commenters.
The ATA and others suggested the FAA set forth the minimum
requirements for a discrepancy prioritization system or include a note
in Appendix E (QMS Systems) that a prioritization system is a required
element in an acceptable QMS.
There is no requirement for the development or the implementation
of a discrepancy prioritization system for the correction of FSTD
discrepancies. Such a system is completely voluntary. If the sponsor
elects to develop such a system, the NSPM must approve the system. As
stated in Note 1 to entry E1.31.b of Appendix E, if a sponsor has an
approved prioritization system, the QMS must describe how discrepancies
are prioritized, what actions are taken, and how the sponsor will
notify the NSPM if a missing, malfunctioning, or inoperative component
(MMI) has not been repaired or replaced within the specified timeframe.
Because this prioritization system is voluntary, the FAA has not
adopted the changes.
F. Miscellaneous
United, the ATA, and others suggested that the FAA clarify and
confirm that elements of the QPS appendices that go beyond current
requirements not apply to FSTDs qualified before May 30, 2008. Also,
the commenters recommended continuing to allow currently qualified
FSTDs to be updated under the guidance effective when the simulator was
initially qualified.
Except for FSTD Directive 1, the rule as proposed does not require
currently qualified FSTDs to meet the requirements of the QPS
Appendices A-D, attachments 1, 2, and 3, as long as the FSTD continues
to meet the test requirements of its original qualification (see
paragraph 13, subparagraph b of Appendices A-D). In response to
comments, the FAA has clarified that FSTD updates will continue to be
allowed under the standards in the current Master Qualification Test
Guide (MQTG) for that FSTD.
CAE and others noted that the statement ``a subjective test is
required'' in Table C1A is inconsistent with international standards.
The references to ``a subjective test is required'' and ``an
objective test is required'' in Tables A1A, B1A, C1A, and D1A were
redundant of the requirements in Attachments 2 and 3 in Appendices A-D.
Therefore, we have removed these references. The objective and
subjective test requirements in Attachments 2 and 3 in Appendices A-D
are consistent with international standards.
The ATA, Northwest, Boeing, CAE, and others recommended adding
references to the Airplane Flight Manual (AFM) in the regulatory
requirements sections of the QPS appendices.
The FAA is not referencing the AFM as requested because the AFM
provides specific standards based on aircraft type. Where the AFM
provides helpful data, it may be used as guidance and as an additional
data source, if appropriate.
CAE and others expressed concern that correcting known data
calibration errors may not be permitted because of the language
contained in Appendix A, Attachment 2, paragraph 9, (FSTD) Objective
Data Requirements, subparagraph b(5).
The FAA acknowledges that the correction of recognized data
calibration errors is often accomplished in data collection and
reduction exercises. Therefore, the FAA has added language where
appropriate in Appendices A-D to permit the correction of known data
calibration errors provided that an explanation of the methods used to
correct the errors appears in the QTG.
CAE requested the FAA explain how percentages are calculated when
tolerances are expressed as a percentage in attachment 2, paragraph
2.b, of Appendices A-D.
The FAA has included an explanation of how these percentages are
calculated in Appendices A-D, attachment 2, paragraph 2.b.
The ATA, Northwest, and others expressed concern over the
submission of an FSTD modification notification to the NSPM as
described in Appendix A, Paragraph 17, subparagraph a. The commenters
were concerned that the results of the modification might not be known
until after the notice of the modification is submitted to the NSPM.
The notification is not intended to be a detailed summary of each
specific result. The notification must simply include a plan of action
and a general description of the expected results.
The ATA, Rockwell Collins, and others requested clarification of
the use of the term MMI component. Some sought clarification as to
whether an MMI component was a hardware component, a software
component, or a component that directly affected the training mission
of the FSTD. In addition, some commenters requested an inclusive list
of components such as: Flight deck hardware, a system line replaceable
unit (LRU) of hardware or software, or a major FSTD system. Further,
commenters asked who is responsible for determining whether an MMI
component is necessary for a particular maneuver, procedure, or task.
The FAA has determined it is unnecessary to further clarify the
meaning of missing, malfunctioning, or inoperative component. These
words have their typical dictionary meanings. In this rule, an FSTD
component could be a piece of hardware, a piece of software that
performs as a piece of hardware (e.g., software functioning as an
autopilot), or a piece of software that is used in the operation of the
simulated aircraft or of the FSTD itself. Each FSTD component is
present to serve a purpose--whether that purpose is to allow the
simulation to work or to simulate a component of the aircraft being
simulated. Since an FSTD is used to train, test, or check flight
crewmembers, if one or more
[[Page 26489]]
component of the FSTD becomes missing, is not working, or is not
working correctly, there would be some impact on the function of the
FSTD. Developing an inclusive list of components that are necessary for
a particular maneuver, procedure, or task is impractical because of the
unique characteristics of each FSTD and unnecessary because of the
obvious nature and effect of an MMI component on the overall operation
of the FSTD. We have added language to the information in paragraph 18,
Operation with Missing, Malfunctioning, or Inoperative Components
(Sec. 60.25) in Appendices A-D to clarify that it is the
responsibility of the instructor, check airman, or representative of
the administrator conducting training, testing, or checking, to
exercise reasonable and prudent judgment to determine whether an MMI
component is necessary for a particular maneuver, procedure, or task.
Boeing and others commented on the repetition of the definitions of
the weight ranges (near maximum, medium, and light). In addition to
appearing in Appendix F, the definitions also appear in Attachment 2 of
Appendices A-D. The commenters are concerned that the repetition may
cause confusion in the application of these ranges. Further, CAE stated
that the terms may not apply to light-class helicopters.
The FAA has removed the definitions of these terms from the QPS
Requirement in Appendices A-D because they are defined in Appendix F.
In some cases, these gross weight ranges are not within the appropriate
ranges for light-class helicopters. Therefore, in Appendices C and D,
we have added a statement that these terms may not be appropriate for
light-class helicopters. Prior coordination with the NSPM is required
to determine the acceptable gross weight ranges for light-class
helicopters.
The ATA, Northwest, and others questioned how the FAA could use
Personally Identifiable Information (PII) for investigation,
compliance, or enforcement purposes and then bring enforcement action
against a person, not certificated by the FAA, who may have worked on
an FSTD.
The FAA must ensure that FSTDs used by flight crewmembers for
training, testing, and checking purposes are maintained and used
properly and in accordance with all regulatory requirements. If the FAA
finds grounds for investigation or enforcement action, the FAA may
request, administratively subpoena, or seek a court order for the
sponsor's records, which may contain PII. The FAA may use those
records, and any PII contained therein, in the course of inspection,
investigation, and enforcement. Furthermore, if, for example, the FAA
discovered during the course of such an investigation that an
individual made false or misleading statements, the FAA could use its
statutory and regulatory authority to issue a cease and desist order to
prohibit the individual from conducting any future maintenance on any
FSTD, regardless of whether he or she holds an FAA certificate.
Paperwork Reduction Act
Information collection requirements associated with this final rule
have been approved previously by the Office of Management and Budget
(OMB) under the provisions of the Paperwork Reduction Act of 1995 (44
U.S.C. 3507(d)) and have been assigned OMB Control Number 2120-0680.
International Compatibility
In keeping with U.S. obligations under the Convention on
International Civil Aviation, it is FAA policy to comply with ICAO
Standards and Recommended Practices to the maximum extent practicable.
The FAA has reviewed the corresponding ICAO Standards and Recommended
Practices and has identified no differences with these regulations.
III. Regulatory Evaluation, Regulatory Flexibility Determination,
International Trade Impact Assessment, and Unfunded Mandates Assessment
Changes to Federal regulations must undergo several economic
analyses. First, Executive Order 12866 directs that each Federal agency
shall propose or adopt a regulation only upon a reasoned determination
that the benefits of the intended regulation justify its costs. Second,
the Regulatory Flexibility Act of 1980 (Pub. L. 96-354) requires
agencies to analyze the economic impact of regulatory changes on small
entities. Third, the Trade Agreements Act (Pub. L. 96-39) prohibits
agencies from setting standards that create unnecessary obstacles to
the foreign commerce of the United States. In developing U.S.
standards, the Trade Act requires agencies to consider international
standards and, where appropriate, that they be the basis of U.S.
standards. Fourth, the Unfunded Mandates Reform Act of 1995 (Pub. L.
104-4) requires agencies to prepare a written assessment of the costs,
benefits, and other effects of proposed or final rules that include a
Federal mandate likely to result in the expenditure by State, local, or
tribal governments, in the aggregate, or by the private sector, of $100
million or more annually (adjusted for inflation with base year of
1995). This portion of the preamble summarizes the FAA's analysis of
the economic impacts of this rule.
Department of Transportation Order DOT 2100.5 prescribes policies
and procedures for simplification, analysis, and review of regulations.
If the expected cost impact is so minimal that a proposed or final rule
does not warrant a full evaluation, this order permits that a statement
to that effect and the basis for it to be included in the preamble.
Such a determination has been made for this final rule. The reasoning
for this determination follows:
This final rule codifies existing practice by requiring all
existing FSTD visual scenes beyond the number required for
qualification to meet specified requirements. The final rule also
reorganizes certain sections of the QPS appendices and provides
additional information on validation tests, established parameters for
tolerances, acceptable data formats, and the use of alternative data
sources. The changes ensure that the training and testing environment
is accurate and realistic, codify existing practice, and provide
greater harmonization with the international standards document for
simulation. Except for the amendment to codify existing practice
regarding certain visual scene requirements, these technical
requirements do not apply to simulators qualified before May 30, 2008.
The impact of this final rule results in minimal to no cost increases
for manufacturers and sponsors.
The FAA has, therefore, determined that this rule is not a
``significant regulatory action'' as defined in section 3(f) of
Executive Order 12866, and is not ``significant'' as defined in DOT's
Regulatory Policies and Procedures.
Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA)
establishes ``as a principle of regulatory issuance that agencies shall
endeavor, consistent with the objectives of the rule and of applicable
statutes, to fit regulatory and informational requirements to the scale
of the businesses, organizations, and governmental jurisdictions
subject to regulation. To achieve this principle, agencies are required
to solicit and consider flexible regulatory proposals and to explain
the rationale for their actions to assure that such proposals are given
serious consideration.'' The RFA covers a wide range of small entities,
including small businesses, not-for-profit organizations, and small
governmental jurisdictions.
[[Page 26490]]
Agencies must perform a review to determine whether a rule will
have a significant economic impact on a substantial number of small
entities. If the agency determines that it will, the agency must
prepare a regulatory flexibility analysis as described in the RFA.
However, if an agency determines that a rule is not expected to
have a significant economic impact on a substantial number of small
entities, section 605(b) of the RFA provides that the head of the
agency may so certify and a regulatory flexibility analysis is not
required. The certification must include a statement providing the
factual basis for this determination, and the reasoning should be
clear.
This final rule codifies existing practice by requiring all
existing FSTD visual scenes beyond the number required for
qualification to meet specified requirements. The final rule also
reorganizes certain sections of the QPS appendices and provides
additional information on validation tests, established parameters for
tolerances, acceptable data formats, and the use of alternative data
sources. The changes ensure that the training and testing environment
is accurate and more realistic, codify existing practice, and provide
greater harmonization with the international standards document for
simulation. Except for the amendment to codify existing practice
regarding certain visual scene requirements, these technical
requirements do not apply to simulators qualified before May 30, 2008.
The impact of this rule results in minimal or no cost for manufacturers
and sponsors. Therefore, as the individual delegated with authority to
sign this final rule on behalf of the Acting Administrator of the FAA,
I certify that this rule does not have a significant economic impact on
a substantial number of small entities.
International Trade Impact Assessment
The Trade Agreements Act of 1979 (Pub. L. 96-39) prohibits Federal
agencies from establishing any standards or engaging in related
activities that create unnecessary obstacles to the foreign commerce of
the United States. Legitimate domestic objectives, such as safety, are
not considered unnecessary obstacles. The statute also requires
consideration of international standards and, where appropriate, that
they be the basis for U.S. standards. The FAA has assessed the effect
of this rule and has determined that it imposes the same costs on
domestic and international entities and thus has a neutral trade
impact.
Unfunded Mandates Assessment
Title II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-
4) requires each Federal agency to prepare a written statement
assessing the effects of any Federal mandate in a proposed or final
agency rule that may result in an expenditure of $100 million or more
(adjusted annually for inflation with the base year 1995) in any one
year by State, local, and tribal governments, in the aggregate, or by
the private sector; such a mandate is deemed to be a ``significant
regulatory action.'' The FAA currently uses an inflation-adjusted value
of $136.1 million in lieu of $100 million. This rule does not contain
such a mandate.
Executive Order 13132, Federalism
The FAA has analyzed this final rule under the principles and
criteria of Executive Order 13132, Federalism. We determined that this
action will not have a substantial direct effect on the States, or the
relationship between the national Government and the States, or on the
distribution of power and responsibilities among the various levels of
government, and, therefore, does not have federalism implications.
Environmental Analysis
FAA Order 1050.1E identifies FAA actions that are categorically
excluded from preparation of an environmental assessment or
environmental impact statement under the National Environmental Policy
Act in the absence of extraordinary circumstances. The FAA has
determined this proposed rule action qualifies for the categorical
exclusion identified in paragraph 312f and involves no extraordinary
circumstances.
Regulations That Significantly Affect Energy Supply, Distribution, or
Use
The FAA has analyzed this proposed rule under Executive Order
13211, Actions Concerning Regulations that Significantly Affect Energy
Supply, Distribution, or Use (May 18, 2001). We have determined that it
is not a ``significant energy action'' under the executive order
because it is not a ``significant regulatory action'' under Executive
Order 12866, and it is not likely to have a significant adverse effect
on the supply, distribution, or use of energy.
Availability of Rulemaking Documents
You can get an electronic copy of rulemaking documents using the
Internet by--
1. Searching the Federal eRulemaking Portal (http://
www.regulations.gov);
2. Visiting the FAA's Regulations and Policies Web page at http://
www.faa.gov/regulations--policies/; or
3. Accessing the Government Printing Office's Web page at http://
www.gpoaccess.gov/fr/index.html.
You can also get a copy by sending a request to the Federal
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence
Avenue, SW., Washington, DC 20591, or by calling (202) 267-9680. Make
sure to identify the amendment number or docket number of this
rulemaking.
Anyone is able to search the electronic form of all comments
received into any of our dockets by the name of the individual
submitting the comment (or signing the comment, if submitted on behalf
of an association, business, labor union, etc.). You may review DOT's
complete Privacy Act statement in the Federal Register published on
April 11, 2000 (Volume 65, Number 70; Pages 19477-78) or you may visit
http://DocketsInfo.dot.gov.
Small Business Regulatory Enforcement Fairness Act
The Small Business Regulatory Enforcement Fairness Act (SBREFA) of
1996 requires FAA to comply with small entity requests for information
or advice about compliance with statutes and regulations within its
jurisdiction. If you are a small entity and you have a question
regarding this document, you may contact your local FAA official, or
the person listed under the FOR FURTHER INFORMATION CONTACT heading at
the beginning of the preamble. You can find out more about SBREFA on
the Internet at http://www.faa.gov/regulations--policies/rulemaking/
sbre--act/.
List of Subjects in 14 CFR Part 60
Airmen, Aviation safety, Reporting and recordkeeping requirements.
IV. The Amendment
0
In consideration of the foregoing, the Federal Aviation Administration
amends Chapter I of Title 14, Code of Federal Regulations as follows:
PART 60--FLIGHT SIMULATION TRAINING DEVICE INITIAL AND CONTINUING
QUALIFICATION AND USE
0
1. The authority citation for part 60 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, and 44701.
0
2. Part 60 is amended by revising appendices A-F to read as follows:
[[Page 26491]]
Appendix A to Part 60--Qualification Performance Standards for Airplane
Full Flight Simulators
-----------------------------------------------------------------------
Begin Information
This appendix establishes the standards for Airplane FFS
evaluation and qualification. The NSPM is responsible for the
development, application, and implementation of the standards
contained within this appendix. The procedures and criteria
specified in this appendix will be used by the NSPM, or a person
assigned by the NSPM, when conducting airplane FFS evaluations.
Table of Contents
1. Introduction.
2. Applicability (Sec. Sec. 60.1 and 60.2).
3. Definitions (Sec. 60.3).
4. Qualification Performance Standards (Sec. 60.4).
5. Quality Management System (Sec. 60.5).
6. Sponsor Qualification Requirements (Sec. 60.7).
7. Additional Responsibilities of the Sponsor (Sec. 60.9).
8. FFS Use (Sec. 60.11).
9. FFS Objective Data Requirements (Sec. 60.13).
10. Special Equipment and Personnel Requirements for Qualification
of the FFS (Sec. 60.14).
11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15).
12. Additional Qualifications for a Currently Qualified FFS (Sec.
60.16).
13. Previously Qualified FFSs (Sec. 60.17).
14. Inspection, Continuing Qualification Evaluation, and Maintenance
Requirements (Sec. 60.19).
15. Logging FFS Discrepancies (Sec. 60.20).
16. Interim Qualification of FFSs for New Airplane Types or Models
(Sec. 60.21).
17. Modifications to FFSs (Sec. 60.23).
18. Operations With Missing, Malfunctioning, or Inoperative
Components (Sec. 60.25).
19. Automatic Loss of Qualification and Procedures for Restoration
of Qualification (Sec. 60.27).
20. Other Losses of Qualification and Procedures for Restoration of
Qualification (Sec. 60.29).
21. Record Keeping and Reporting (Sec. 60.31).
22. Applications, Logbooks, Reports, and Records: Fraud,
Falsification, or Incorrect Statements (Sec. 60.33).
23. Specific FFS Compliance Requirements (Sec. 60.35).
24. [Reserved]
25. FFS Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (Sec. 60.37).
Attachment 1 to Appendix A to Part 60--General Simulator
Requirements.
Attachment 2 to Appendix A to Part 60--FFS Objective Tests.
Attachment 3 to Appendix A to Part 60--Simulator Subjective
Evaluation.
Attachment 4 to Appendix A to Part 60--Sample Documents.
Attachment 5 to Appendix A to Part 60--Simulator Qualification
Requirements for Windshear Training Program Use.
Attachment 6 to Appendix A to Part 60--FSTD Directives Applicable to
Airplane Flight Simulators.
End Information
-----------------------------------------------------------------------
1. Introduction
-----------------------------------------------------------------------
Begin Information
a. This appendix contains background information as well as
regulatory and informative material as described later in this
section. To assist the reader in determining what areas are required
and what areas are permissive, the text in this appendix is divided
into two sections: ``QPS Requirements'' and ``Information.'' The QPS
Requirements sections contain details regarding compliance with the
part 60 rule language. These details are regulatory, but are found
only in this appendix. The Information sections contain material
that is advisory in nature, and designed to give the user general
information about the regulation.
b. Questions regarding the contents of this publication should
be sent to the U.S. Department of Transportation, Federal Aviation
Administration, Flight Standards Service, National Simulator Program
Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta,
Georgia 30354. Telephone contact numbers for the NSP are: Phone,
404-832-4700; fax, 404-761-8906. The general e-mail address for the
NSP office is: 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.
(17) AC 150/5340-1, as amended, Standards for Airport Markings.
(18) AC 150/5340-4, as amended, Installation Details for Runway
Centerline Touchdown Zone Lighting Systems.
(19) AC 150/5340-19, as amended, Taxiway Centerline Lighting
System.
(20) AC 150/5340-24, as amended, Runway and Taxiway Edge
Lighting System.
(21) AC 150/5345-28, as amended, Precision Approach Path
Indicator (PAPI) Systems.
(22) International Air Transport Association document, ``Flight
Simulator Design and Performance Data Requirements,'' as amended.
(23) AC 25-7, as amended, Flight Test Guide for Certification of
Transport Category Airplanes.
(24) AC 23-8, as amended, Flight Test Guide for Certification of
Part 23 Airplanes.
(25) International Civil Aviation Organization (ICAO) Manual of
Criteria for the Qualification of Flight Simulators, as amended.
(26) Airplane Flight Simulator Evaluation Handbook, Volume I, as
amended and Volume II, as amended, The Royal Aeronautical Society,
London, UK.
(27) FAA Publication FAA-S-8081 series (Practical Test Standards
for Airline Transport Pilot Certificate, Type Ratings, Commercial
Pilot, and Instrument Ratings).
(28) The FAA Aeronautical Information Manual (AIM). An
electronic version of the AIM is on the Internet at http://
www.faa.gov/atpubs.
(29) Aeronautical Radio, Inc. (ARINC) document number 436,
titled Guidelines For Electronic Qualification Test Guide (as
amended).
(30) Aeronautical Radio, Inc. (ARINC) document 610, Guidance for
Design and Integration of Aircraft Avionics Equipment in Simulators
(as amended).
End Information
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2. Applicability (Sec. Sec. 60.1 and 60.2)
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Begin Information
No additional regulatory or informational material applies to
Sec. 60.1, Applicability, or to Sec. 60.2, Applicability of
sponsor rules to persons who are not sponsors and who are engaged in
certain unauthorized activities.
[[Page 26492]]
End Information
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3. Definitions (Sec. 60.3)
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Begin Information
See Appendix F of this part for a list of definitions and
abbreviations from part 1 and part 60, including the appropriate
appendices of part 60.
End Information
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4. Qualification Performance Standards (Sec. 60.4)
-----------------------------------------------------------------------
Begin Information
No additional regulatory or informational material applies to
Sec. 60.4, Qualification Performance Standards.
End Information
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5. Quality Management System (Sec. 60.5)
-----------------------------------------------------------------------
Begin Information
See Appendix E of this part for additional regulatory and
informational material regarding Quality Management Systems.
End Information
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6. Sponsor Qualification Requirements (Sec. 60.7)
-----------------------------------------------------------------------
Begin Information
a. The intent of the language in Sec. 60.7(b) is to have a
specific FFS, identified by the sponsor, used at least once in an
FAA-approved flight training program for the airplane simulated
during the 12-month period described. The identification of the
specific FFS may change from one 12-month period to the next 12-
month period as long as the sponsor sponsors and uses at least one
FFS at least once during the prescribed period. No minimum number of
hours or minimum FFS periods are required.
b. The following examples describe acceptable operational
practices:
(1) Example One.
(a) A sponsor is sponsoring a single, specific FFS for its own
use, in its own facility or elsewhere--this single FFS forms the
basis for the sponsorship. The sponsor uses that FFS at least once
in each 12-month period in the sponsor's FAA-approved flight
training program for the airplane simulated. This 12-month period is
established according to the following schedule:
(i) If the FFS was qualified prior to May 30, 2008, the 12-month
period begins on the date of the first continuing qualification
evaluation conducted in accordance with Sec. 60.19 after May 30,
2008, and continues for each subsequent 12-month period;
(ii) A device qualified on or after May 30, 2008, will be
required to undergo an initial or upgrade evaluation in accordance
with Sec. 60.15. Once the initial or upgrade evaluation is
complete, the first continuing qualification evaluation will be
conducted within 6 months. The 12-month continuing qualification
evaluation cycle begins on that date and continues for each
subsequent 12-month period.
(b) There is no minimum number of hours of FFS use required.
(c) The identification of the specific FFS may change from one
12-month period to the next 12-month period as long as the sponsor
sponsors and uses at least one FFS at least once during the
prescribed period.
(2) Example Two.
(a) A sponsor sponsors an additional number of FFSs, in its
facility or elsewhere. Each additionally sponsored FFS must be--
(i) Used by the sponsor in the sponsor's FAA-approved flight
training program for the airplane simulated (as described in Sec.
60.7(d)(1));
OR
(ii) Used by another FAA certificate holder in that other
certificate holder's FAA-approved flight training program for the
airplane simulated (as described in Sec. 60.7(d)(1)). This 12-month
period is established in the same manner as in example one;
OR
(iii) Provided a statement each year from a qualified pilot
(after having flown the airplane, not the subject FFS or another
FFS, during the preceding 12-month period), stating that the subject
FFS's performance and handling qualities represent the airplane (as
described in Sec. 60.7(d)(2)). This statement is provided at least
once in each 12-month period established in the same manner as in
example one.
(b) No minimum number of hours of FFS use is required.
(3) Example Three.
(a) A sponsor in New York (in this example, a Part 142
certificate holder) establishes ``satellite'' training centers in
Chicago and Moscow.
(b) The satellite function means that the Chicago and Moscow
centers must operate under the New York center's certificate (in
accordance with all of the New York center's practices, procedures,
and policies; e.g., instructor and/or technician training/checking
requirements, record keeping, QMS program).
(c) All of the FFSs in the Chicago and Moscow centers could be
dry-leased (i.e., the certificate holder does not have and use FAA-
approved flight training programs for the FFSs in the Chicago and
Moscow centers) because--
(i) Each FFS in the Chicago center and each FFS in the Moscow
center is used at least once each 12-month period by another FAA
certificate holder in that other certificate holder's FAA-approved
flight training program for the airplane (as described in Sec.
60.7(d)(1));
OR
(ii) A statement is obtained from a qualified pilot (having
flown the airplane, not the subject FFS or another FFS, during the
preceding 12-month period) stating that the performance and handling
qualities of each FFS in the Chicago and Moscow centers represents
the airplane (as described in Sec. 60.7(d)(2)).
End Information
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7. Additional Responsibilities of the Sponsor (Sec. 60.9)
-----------------------------------------------------------------------
Begin Information
The phrase ``as soon as practicable'' in Sec. 60.9(a) means
without unnecessarily disrupting or delaying beyond a reasonable
time the training, evaluation, or experience being conducted in the
FFS.
End Information
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8. FFS Use (Sec. 60.11)
-----------------------------------------------------------------------
Begin Information
No additional regulatory or informational material applies to
Sec. 60.11, Simulator Use.
End Information
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9. FFS Objective Data Requirements (Sec. 60.13)
-----------------------------------------------------------------------
Begin QPS Requirements
a. Flight test data used to validate FFS performance and
handling qualities must have been gathered in accordance with a
flight test program containing the following:
(1) A flight test plan consisting of:
(a) The maneuvers and procedures required for aircraft
certification and simulation programming and validation.
(b) For each maneuver or procedure--
(i) The procedures and control input the flight test pilot and/
or engineer used.
(ii) The atmospheric and environmental conditions.
(iii) The initial flight conditions.
(iv) The airplane configuration, including weight and center of
gravity.
(v) The data to be gathered.
(vi) All other information necessary to recreate the flight test
conditions in the FFS.
(2) Appropriately qualified flight test personnel.
(3) An understanding of the accuracy of the data to be gathered
using appropriate alternative data sources, procedures, and
instrumentation that is traceable to a recognized standard as
described in Attachment 2, Table A2E of this appendix.
(4) Appropriate and sufficient data acquisition equipment or
system(s), including appropriate data reduction and analysis methods
and techniques, as would be acceptable to the FAA's Aircraft
Certification Service.
b. The data, regardless of source, must be presented as follows:
(1) In a format that supports the FFS validation process.
(2) In a manner that is clearly readable and annotated correctly
and completely.
(3) With resolution sufficient to determine compliance with the
tolerances set forth in Attachment 2, Table A2A of this appendix.
(4) With any necessary instructions or other details provided,
such as yaw damper or throttle position.
[[Page 26493]]
(5) Without alteration, adjustments, or bias. Data may be
corrected to address known data calibration errors provided that an
explanation of the methods used to correct the errors appears in the
QTG. The corrected data may be re-scaled, digitized, or otherwise
manipulated to fit the desired presentation.
c. After completion of any additional flight test, a flight test
report must be submitted in support of the validation data. The
report must contain sufficient data and rationale to support
qualification of the FFS at the level requested.
d. As required by Sec. 60.13(f), the sponsor must notify the
NSPM when it becomes aware that an addition to, an amendment to, or
a revision of data that may relate to FFS performance or handling
characteristics is available. The data referred to in this paragraph
is data used to validate the performance, handling qualities, or
other characteristics of the aircraft, including data related to any
relevant changes occurring after the type certificate was issued.
The sponsor must--
(1) Within 10 calendar days, notify the NSPM of the existence of
this data; and
(2) Within 45 calendar days, notify the NSPM of--
(a) The schedule to incorporate this data into the FFS; or
(b) The reason for not incorporating this data into the FFS.
e. In those cases where the objective test results authorize a
``snapshot test'' or a ``series of snapshot tests'' results in lieu
of a time-history result, the sponsor or other data provider must
ensure that a steady state condition exists at the instant of time
captured by the ``snapshot.'' The steady state condition must exist
from 4 seconds prior to, through 1 second following, the instant of
time captured by the snapshot.
End QPS Requirements
-----------------------------------------------------------------------
Begin Information
f. The FFS sponsor is encouraged to maintain a liaison with the
manufacturer of the aircraft being simulated (or with the holder of
the aircraft type certificate for the aircraft being simulated if
the manufacturer is no longer in business), and, if appropriate,
with the person having supplied the aircraft data package for the
FFS in order to facilitate the notification required by Sec.
60.13(f).
g. It is the intent of the NSPM that for new aircraft entering
service, at a point well in advance of preparation of the
Qualification Test Guide (QTG), the sponsor should submit to the
NSPM for approval, a descriptive document (see Table A2C, Sample
Validation Data Roadmap for Airplanes) containing the plan for
acquiring the validation data, including data sources. This document
should clearly identify sources of data for all required tests, a
description of the validity of these data for a specific engine type
and thrust rating configuration, and the revision levels of all
avionics affecting the performance or flying qualities of the
aircraft. Additionally, this document should provide other
information, such as the rationale or explanation for cases where
data or data parameters are missing, instances where engineering
simulation data are used or where flight test methods require
further explanations. It should also provide a brief narrative
describing the cause and effect of any deviation from data
requirements. The aircraft manufacturer may provide this document.
h. There is no requirement for any flight test data supplier to
submit a flight test plan or program prior to gathering flight test
data. However, the NSPM notes that inexperienced data gatherers
often provide data that is irrelevant, improperly marked, or lacking
adequate justification for selection. Other problems include
inadequate information regarding initial conditions or test
maneuvers. The NSPM has been forced to refuse these data submissions
as validation data for an FFS evaluation. It is for this reason that
the NSPM recommends that any data supplier not previously
experienced in this area review the data necessary for programming
and for validating the performance of the FFS, and discuss the
flight test plan anticipated for acquiring such data with the NSPM
well in advance of commencing the flight tests.
i. The NSPM will consider, on a case-by-case basis, whether to
approve supplemental validation data derived from flight data
recording systems, such as a Quick Access Recorder or Flight Data
Recorder.
End Information
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10. Special Equipment and Personnel Requirements for Qualification of
the FFSs (Sec. 60.14)
-----------------------------------------------------------------------
Begin Information
a. In the event that the NSPM determines that special equipment
or specifically qualified persons will be required to conduct an
evaluation, the NSPM will make every attempt to notify the sponsor
at least one (1) week, but in no case less than 72 hours, in advance
of the evaluation. Examples of special equipment include spot
photometers, flight control measurement devices, and sound
analyzers. Examples of specially qualified personnel include
individuals specifically qualified to install or use any special
equipment when its use is required.
b. Examples of a special evaluation include an evaluation
conducted after an FFS is moved, at the request of the TPAA, or as a
result of comments received from users of the FFS that raise
questions about the continued qualification or use of the FFS.
End Information
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11. Initial (and Upgrade) Qualification Requirements (Sec. 60.15)
-----------------------------------------------------------------------
Begin QPS Requirements
a. In order to be qualified at a particular qualification level,
the FFS must:
(1) Meet the general requirements listed in Attachment 1 of this
appendix;
(2) Meet the objective testing requirements listed in Attachment
2 of this appendix; and
(3) Satisfactorily accomplish the subjective tests listed in
Attachment 3 of this appendix.
b. The request described in Sec. 60.15(a) must include all of
the following:
(1) A statement that the FFS meets all of the applicable
provisions of this part and all applicable provisions of the QPS.
(2) A confirmation that the sponsor will forward to the NSPM the
statement described in Sec. 60.15(b) in such time as to be received
no later than 5 business days prior to the scheduled evaluation and
may be forwarded to the NSPM via traditional or electronic means.
(3) A QTG, acceptable to the NSPM, that includes all of the
following:
(a) Objective data obtained from traditional aircraft testing or
another approved source.
(b) Correlating objective test results obtained from the
performance of the FFS as prescribed in the appropriate QPS.
(c) The result of FFS subjective tests prescribed in the
appropriate QPS.
(d) A description of the equipment necessary to perform the
evaluation for initial qualification and the continuing
qualification evaluations.
c. The QTG described in paragraph (a)(3) of this section, must
provide the documented proof of compliance with the simulator
objective tests in Attachment 2, Table A2A of this appendix.
d. The QTG is prepared and submitted by the sponsor, or the
sponsor's agent on behalf of the sponsor, to the NSPM for review and
approval, and must include, for each objective test:
(1) Parameters, tolerances, and flight conditions;
(2) Pertinent and complete instructions for the conduct of
automatic and manual tests;
(3) A means of comparing the FFS test results to the objective
data;
(4) Any other information as necessary, to assist in the
evaluation of the test results;
(5) Other information appropriate to the qualification level of
the FFS.
e. The QTG described in paragraphs (a)(3) and (b) of this
section, must include the following:
(1) A QTG cover page with sponsor and FAA approval signature
blocks (see Attachment 4, Figure A4C, of this appendix for a sample
QTG cover page).
(2) A continuing qualification evaluation requirements page.
This page will be used by the NSPM to establish and record the
frequency with which continuing qualification evaluations must be
conducted and any subsequent changes that may be determined by the
NSPM in accordance with Sec. 60.19. See Attachment 4, Figure A4G,
of this appendix for a sample Continuing Qualification Evaluation
Requirements page.
(3) An FFS information page that provides the information listed
in this paragraph (see Attachment 4, Figure A4B, of this appendix
for a sample FFS information page). For convertible FFSs, the
sponsor must submit a separate page for each configuration of the
FFS.
(a) The sponsor's FFS identification number or code.
(b) The airplane model and series being simulated.
(c) The aerodynamic data revision number or reference.
[[Page 26494]]
(d) The source of the basic aerodynamic model and the
aerodynamic coefficient data used to modify the basic model.
(e) The engine model(s) and its data revision number or
reference.
(f) The flight control data revision number or reference.
(g) The flight management system identification and revision
level.
(h) The FFS model and manufacturer.
(i) The date of FFS manufacture.
(j) The FFS computer identification.
(k) The visual system model and manufacturer, including display
type.
(l) The motion system type and manufacturer, including degrees
of freedom.
(4) A Table of Contents.
(5) A log of revisions and a list of effective pages.
(6) A list of all relevant data references.
(7) A glossary of terms and symbols used (including sign
conventions and units).
(8) Statements of Compliance and Capability (SOCs) with certain
requirements.
(9) Recording procedures or equipment required to accomplish the
objective tests.
(10) The following information for each objective test
designated in Attachment 2, Table A2A, of this appendix as
applicable to the qualification level sought:
(a) Name of the test.
(b) Objective of the test.
(c) Initial conditions.
(d) Manual test procedures.
(e) Automatic test procedures (if applicable).
(f) Method for evaluating FFS objective test results.
(g) List of all relevant parameters driven or constrained during
the automatically conducted test(s).
(h) List of all relevant parameters driven or constrained during
the manually conducted test(s).
(i) Tolerances for relevant parameters.
(j) Source of Validation Data (document and page number).
(k) Copy of the Validation Data (if located in a separate
binder, a cross reference for the identification and page number for
pertinent data location must be provided).
(l) Simulator Objective Test Results as obtained by the sponsor.
Each test result must reflect the date completed and must be clearly
labeled as a product of the device being tested.
f. A convertible FFS is addressed as a separate FFS for each
model and series airplane to which it will be converted and for the
FAA qualification level sought. If a sponsor seeks qualification for
two or more models of an airplane type using a convertible FFS, the
sponsor must submit a QTG for each airplane model, or a QTG for the
first airplane model and a supplement to that QTG for each
additional airplane model. The NSPM will conduct evaluations for
each airplane model.
g. Form and manner of presentation of objective test results in
the QTG:
(1) The sponsor's FFS test results must be recorded in a manner
acceptable to the NSPM, that allows easy comparison of the FFS test
results to the validation data (e.g., use of a multi-channel
recorder, line printer, cross plotting, overlays, transparencies).
(2) FFS results must be labeled using terminology common to
airplane parameters as opposed to computer software identifications.
(3) Validation data documents included in a QTG may be
photographically reduced only if such reduction will not alter the
graphic scaling or cause difficulties in scale interpretation or
resolution.
(4) Scaling on graphical presentations must provide the
resolution necessary to evaluate the parameters shown in Attachment
2, Table A2A of this appendix.
(5) Tests involving time histories, data sheets (or
transparencies thereof) and FFS test results must be clearly marked
with appropriate reference points to ensure an accurate comparison
between the FFS and the airplane with respect to time. Time
histories recorded via a line printer are to be clearly identified
for cross plotting on the airplane data. Over-plots must not obscure
the reference data.
h. The sponsor may elect to complete the QTG objective and
subjective tests at the manufacturer's facility or at the sponsor's
training facility. If the tests are conducted at the manufacturer's
facility, the sponsor must repeat at least one-third of the tests at
the sponsor's training facility in order to substantiate FFS
performance. The QTG must be clearly annotated to indicate when and
where each test was accomplished. Tests conducted at the
manufacturer's facility and at the sponsor's training facility must
be conducted after the FFS is assembled with systems and sub-systems
functional and operating in an interactive manner. The test results
must be submitted to the NSPM.
i. The sponsor must maintain a copy of the MQTG at the FFS
location.
j. All FFSs for which the initial qualification is conducted
after May 30, 2014, must have an electronic MQTG (eMQTG) including
all objective data obtained from airplane testing, or another
approved source (reformatted or digitized), together with
correlating objective test results obtained from the performance of
the FFS (reformatted or digitized) as prescribed in this appendix.
The eMQTG must also contain the general FFS performance or
demonstration results (reformatted or digitized) prescribed in this
appendix, and a description of the equipment necessary to perform
the initial qualification evaluation and the continuing
qualification evaluations. The eMQTG must include the original
validation data used to validate FFS performance and handling
qualities in either the original digitized format from the data
supplier or an electronic scan of the original time-history plots
that were provided by the data supplier. A copy of the eMQTG must be
provided to the NSPM.
k. All other FFSs not covered in subparagraph ``j'' must have an
electronic copy of the MQTG by May 30, 2014. An electronic copy of
the MQTG must be provided to the NSPM. This may be provided by an
electronic scan presented in a Portable Document File (PDF), or
similar format acceptable to the NSPM.
l. During the initial (or upgrade) qualification evaluation
conducted by the NSPM, the sponsor must also provide a person who is
a user of the device (e.g., a qualified pilot or instructor pilot
with flight time experience in that aircraft) and knowledgeable
about the operation of the aircraft and the operation of the FFS.
End QPS Requirements
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Begin Information
m. Only those FFSs that are sponsored by a certificate holder as
defined in Appendix F of this part will be evaluated by the NSPM.
However, other FFS evaluations may be conducted on a case-by-case
basis as the Administrator deems appropriate, but only in accordance
with applicable agreements.
n. The NSPM will conduct an evaluation for each configuration,
and each FFS must be evaluated as completely as possible. To ensure
a thorough and uniform evaluation, each FFS is subjected to the
general simulator requirements in Attachment 1 of this appendix, the
objective tests listed in Attachment 2 of this appendix, and the
subjective tests listed in Attachment 3 of this appendix. The
evaluations described herein will include, but not necessarily be
limited to the following:
(1) Airplane responses, including longitudinal and lateral-
directional control responses (see Attachment 2 of this appendix);
(2) Performance in authorized portions of the simulated
airplane's operating envelope, to include tasks evaluated by the
NSPM in the areas of surface operations, takeoff, climb, cruise,
descent, approach, and landing as well as abnormal and emergency
operations (see Attachment 2 of this appendix);
(3) Control checks (see Attachment 1 and Attachment 2 of this
appendix);
(4) Flight deck configuration (see Attachment 1 of this
appendix);
(5) Pilot, flight engineer, and instructor station functions
checks (see Attachment 1 and Attachment 3 of this appendix);
(6) Airplane systems and sub-systems (as appropriate) as
compared to the airplane simulated (see Attachment 1 and Attachment
3 of this appendix);
(7) FFS systems and sub-systems, including force cueing
(motion), visual, and aural (sound) systems, as appropriate (see
Attachment 1 and Attachment 2 of this appendix); and
(8) Certain additional requirements, depending upon the
qualification level sought, including equipment or circumstances
that may become hazardous to the occupants. The sponsor may be
subject to Occupational Safety and Health Administration
requirements.
o. The NSPM administers the objective and subjective tests,
which includes an examination of functions. The tests include a
qualitative assessment of the FFS by an NSP pilot. The NSP
evaluation team leader may assign other qualified personnel to
assist in accomplishing the functions examination and/or the
objective and subjective tests performed during an evaluation when
required.
(1) Objective tests provide a basis for measuring and evaluating
FFS performance and determining compliance with the requirements of
this part.
[[Page 26495]]
(2) Subjective tests provide a basis for:
(a) Evaluating the capability of the FFS to perform over a
typical utilization period;
(b) Determining that the FFS satisfactorily simulates each
required task;
(c) Verifying correct operation of the FFS controls,
instruments, and systems; and
(d) Demonstrating compliance with the requirements of this part.
p. The tolerances for the test parameters listed in Attachment 2
of this appendix reflect the range of tolerances acceptable to the
NSPM for FFS validation and are not to be confused with design
tolerances specified for FFS manufacture. In making decisions
regarding tests and test results, the NSPM relies on the use of
operational and engineering judgment in the application of data
(including consideration of the way in which the flight test was
flown and the way the data was gathered and applied), data
presentations, and the applicable tolerances for each test.
q. In addition to the scheduled continuing qualification
evaluation, each FFS is subject to evaluations conducted by the NSPM
at any time without prior notification to the sponsor. Such
evaluations would be accomplished in a normal manner (i.e.,
requiring exclusive use of the FFS for the conduct of objective and
subjective tests and an examination of functions) if the FFS is not
being used for flight crewmember training, testing, or checking.
However, if the FFS were being used, the evaluation would be
conducted in a non-exclusive manner. This non-exclusive evaluation
will be conducted by the FFS evaluator accompanying the check
airman, instructor, Aircrew Program Designee (APD), or FAA inspector
aboard the FFS along with the student(s) and observing the operation
of the FFS during the training, testing, or checking activities.
r. Problems with objective test results are handled as follows:
(1) If a problem with an objective test result is detected by
the NSP evaluation team during an evaluation, the test may be
repeated or the QTG may be amended.
(2) If it is determined that the results of an objective test do
not support the level requested but do support a lower level, the
NSPM may qualify the FFS at that lower level. For example, if a
Level D evaluation is requested and the FFS fails to meet sound test
tolerances, it could be qualified at Level C.
s. After an FFS is successfully evaluated, the NSPM issues a
Statement of Qualification (SOQ) to the sponsor. The NSPM recommends
the FFS to the TPAA, who will approve the FFS for use in a flight
training program. The SOQ will be issued at the satisfactory
conclusion of the initial or continuing qualification evaluation and
will list the tasks for which the FFS is qualified, referencing the
tasks described in Table A1B in Attachment 1 of this appendix.
However, it is the sponsor's responsibility to obtain TPAA approval
prior to using the FFS in an FAA-approved flight training program.
t. Under normal circumstances, the NSPM establishes a date for
the initial or upgrade evaluation within ten (10) working days after
determining that a complete QTG is acceptable. Unusual circumstances
may warrant establishing an evaluation date before this
determination is made. A sponsor may schedule an evaluation date as
early as 6 months in advance. However, there may be a delay of 45
days or more in rescheduling and completing the evaluation if the
sponsor is unable to meet the scheduled date. See Attachment 4 of
this appendix, Figure A4A, Sample Request for Initial, Upgrade, or
Reinstatement Evaluation.
u. The numbering system used for objective test results in the
QTG should closely follow the numbering system set out in Attachment
2 of this appendix, FFS Objective Tests, Table A2A.
v. Contact the NSPM or visit the NSPM Web site for additional
information regarding the preferred qualifications of pilots used to
meet the requirements of Sec. 60.15(d).
w. Examples of the exclusions for which the FFS might not have
been subjectively tested by the sponsor or the NSPM and for which
qualification might not be sought or granted, as described in Sec.
60.15(g)(6), include windshear training and circling approaches.
End Information
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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
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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
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Begin Information
e. Other certificate holders or persons desiring to use an FFS
may contract with FFS sponsors to use FFSs previously qualified at a
particular level for an airplane type and approved for use within an
FAA-approved flight training program. Such FFSs are not required to
undergo an additional qualification process, except as described in
Sec. 60.16.
f. Each FFS user must obtain approval from the appropriate TPAA
to use any FFS in an FAA-approved flight training program.
g. The intent of the requirement listed in Sec. 60.17(b), for
each FFS to have a SOQ within 6 years, is to have the availability
of that statement (including the configuration list and the
limitations to authorizations) to provide a complete picture of the
FFS inventory regulated by the FAA. The issuance of the statement
will not require any additional evaluation or require any adjustment
to the evaluation basis for the FFS.
h. Downgrading of an FFS is a permanent change in qualification
level and will necessitate the issuance of a revised SOQ to reflect
the revised qualification level, as appropriate. If a temporary
restriction is placed on an FFS because of a missing,
malfunctioning, or inoperative component or on-going repairs, the
restriction is not a permanent change in qualification level.
Instead, the restriction is temporary and is removed when the reason
for the restriction has been resolved.
i. The NSPM will determine the evaluation criteria for an FFS
that has been removed from active status. The criteria will be based
on the number of continuing qualification evaluations and quarterly
inspections missed during the period of inactivity. For example, if
the FFS were out of service for a 1 year period, it would be
necessary to complete the entire QTG, since all of the quarterly
evaluations would have been missed. The NSPM will also consider how
the FFS was stored, whether parts were removed from the FFS and
whether the FFS was disassembled.
j. The FFS will normally be requalified using the FAA-approved
MQTG and the criteria that was in effect prior to its removal from
qualification. However, inactive periods of 2 years or more will
require requalification under the standards in effect and current at
the time of requalification.
[[Page 26496]]
End Information
-----------------------------------------------------------------------
14. Inspection, Continuing Qualification Evaluation, and Maintenance
Requirements (Sec. 60.19)
-----------------------------------------------------------------------
Begin QPS Requirements
a. The sponsor must conduct a minimum of four evenly spaced
inspections throughout the year. The objective test sequence and
content of each inspection must be developed by the sponsor and must
be acceptable to the NSPM.
b. The description of the functional preflight check must be
contained in the sponsor's QMS.
c. Record ``functional preflight'' in the FFS discrepancy log
book or other acceptable location, including any item found to be
missing, malfunctioning, or inoperative.
d. During the continuing qualification evaluation conducted by
the NSPM, the sponsor must also provide a person knowledgeable about
the operation of the aircraft and the operation of the FFS.
e. The NSPM will conduct continuing qualification evaluations
every 12 months unless:
(1) The NSPM becomes aware of discrepancies or performance
problems with the device that warrants more frequent evaluations; or
(2) The sponsor implements a QMS that justifies less frequent
evaluations. However, in no case shall the frequency of a continuing
qualification evaluation exceed 36 months.
End QPS Requirements
-----------------------------------------------------------------------
Begin Information
f. The sponsor's test sequence and the content of each quarterly
inspection required in Sec. 60.19(a)(1) should include a balance
and a mix from the objective test requirement areas listed as
follows:
(1) Performance.
(2) Handling qualities.
(3) Motion system (where appropriate).
(4) Visual system (where appropriate).
(5) Sound system (where appropriate).
(6) Other FFS systems.
g. If the NSP evaluator plans to accomplish specific tests
during a normal continuing qualification evaluation that requires
the use of special equipment or technicians, the sponsor will be
notified as far in advance of the evaluation as practical; but not
less than 72 hours. Examples of such tests include latencies,
control dynamics, sounds and vibrations, motion, and/or some visual
system tests.
h. The continuing qualification evaluations, described in Sec.
60.19(b), will normally require 4 hours of FFS time. However,
flexibility is necessary to address abnormal situations or
situations involving aircraft with additional levels of complexity
(e.g., computer controlled aircraft). The sponsor should anticipate
that some tests may require additional time. The continuing
qualification evaluations will consist of the following:
(1) Review of the results of the quarterly inspections conducted
by the sponsor since the last scheduled continuing qualification
evaluation.
(2) A selection of approximately 8 to 15 objective tests from
the MQTG that provide an adequate opportunity to evaluate the
performance of the FFS. The tests chosen will be performed either
automatically or manually and should be able to be conducted within
approximately one-third (\1/3\) of the allotted FFS time.
(3) A subjective evaluation of the FFS to perform a
representative sampling of the tasks set out in attachment 3 of this
appendix. This portion of the evaluation should take approximately
two-thirds (\2/3\) of the allotted FFS time.
(4) An examination of the functions of the FFS may include the
motion system, visual system, sound system, instructor operating
station, and the normal functions and simulated malfunctions of the
airplane systems. This examination is normally accomplished
simultaneously with the subjective evaluation requirements.
End Information
-----------------------------------------------------------------------
15. Logging FFS Discrepancies (Sec. 60.20)
Begin Information
No additional regulatory or informational material applies to
Sec. 60.20. Logging FFS Discrepancies.
End Information
-----------------------------------------------------------------------
16. Interim Qualification of FFSs for New Airplane Types or Models
(Sec. 60.21)
-----------------------------------------------------------------------
Begin Information
No additional regulatory or informational material applies to
Sec. 60.21, Interim Qualification of FFSs for New Airplane Types or
Models.
End Information
-----------------------------------------------------------------------
17. Modifications to FFSs (Sec. 60.23)
Begin QPS Requirements
a. The notification described in Sec. 60.23(c)(2) must include
a complete description of the planned modification, with a
description of the operational and engineering effect the proposed
modification will have on the operation of the FFS and the results
that are expected with the modification incorporated.
b. Prior to using the modified FFS:
(1) All the applicable objective tests completed with the
modification incorporated, including any necessary updates to the
MQTG (e.g., accomplishment of FSTD Directives) must be acceptable to
the NSPM; and
(2) The sponsor must provide the NSPM with a statement signed by
the MR that the factors listed in Sec. 60.15(b) are addressed by
the appropriate personnel as described in that section.
End QPS Requirements
-----------------------------------------------------------------------
Begin Information
FSTD Directives are considered modifications of an FFS. See
Attachment 4 of this appendix for a sample index of effective FSTD
Directives. See Attachment 6 of this appendix for a list of all
effective FSTD Directives applicable to Airplane FFSs.
End Information
-----------------------------------------------------------------------
18. Operation with Missing, Malfunctioning, or Inoperative Components
(Sec. 60.25)
Begin Information
a. The sponsor's responsibility with respect to Sec. 60.25(a)
is satisfied when the sponsor fairly and accurately advises the user
of the current status of an FFS, including any missing,
malfunctioning, or inoperative (MMI) component(s).
b. It is the responsibility of the instructor, check airman, or
representative of the administrator conducting training, testing, or
checking to exercise reasonable and prudent judgment to determine if
any MMI component is necessary for the satisfactory completion of a
specific maneuver, procedure, or task.
c. If the 29th or 30th day of the 30-day period described in
Sec. 60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA
will extend the deadline until the next business day.
d. In accordance with the authorization described in Sec.
60.25(b), the sponsor may develop a discrepancy prioritizing system
to accomplish repairs based on the level of impact on the capability
of the FFS. Repairs having a larger impact on FFS capability to
provide the required training, evaluation, or flight experience will
have a higher priority for repair or replacement.
End Information
-----------------------------------------------------------------------
19. Automatic Loss of Qualification and Procedures for Restoration of
Qualification (Sec. 60.27)
-----------------------------------------------------------------------
Begin Information
If the sponsor provides a plan for how the FFS will be
maintained during its out-of-service period (e.g., periodic exercise
of mechanical, hydraulic, and electrical systems; routine
replacement of hydraulic fluid; control of the environmental factors
in which the FFS is to be maintained) there is a greater likelihood
that the NSPM will be able to determine the amount of testing
required for requalification.
End Information
-----------------------------------------------------------------------
20. Other Losses of Qualification and Procedures for Restoration of
Qualification (Sec. 60.29)
-----------------------------------------------------------------------
Begin Information
If the sponsor provides a plan for how the FFS will be
maintained during its out-of-service period (e.g., periodic exercise
of mechanical, hydraulic, and electrical
[[Page 26497]]
systems; routine replacement of hydraulic fluid; control of the
environmental factors in which the FFS is to be maintained) there is
a greater likelihood that the NSPM will be able to determine the
amount of testing required for requalification.
End Information
-----------------------------------------------------------------------
21. Recordkeeping and Reporting (Sec. 60.31)
-----------------------------------------------------------------------
Begin QPS Requirements
a. FFS modifications can include hardware or software changes.
For FFS modifications involving software programming changes, the
record required by Sec. 60.31(a)(2) must consist of the name of the
aircraft system software, aerodynamic model, or engine model change,
the date of the change, a summary of the change, and the reason for
the change.
b. If a coded form for record keeping is used, it must provide
for the preservation and retrieval of information with appropriate
security or controls to prevent the inappropriate alteration of such
records after the fact.
End QPS Requirements
-----------------------------------------------------------------------
22. Applications, Logbooks, Reports, and Records: Fraud, Falsification,
or Incorrect Statements (Sec. 60.33)
-----------------------------------------------------------------------
Begin Information
No additional regulatory or informational material applies to
Sec. 60.33, Applications, Logbooks, Reports, and Records: Fraud,
Falsification, or Incorrect Statements.
23. Specific FFS Compliance Requirements (Sec. 60.35)
No additional regulatory or informational material applies to
Sec. 60.35, Specific FFS Compliance Requirements.
24. [Reserved]
25. FFS Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (Sec. 60.37)
No additional regulatory or informational material applies to
Sec. 60.37, FFS Qualification on the Basis of a Bilateral Aviation
Safety Agreement (BASA).
End Information
-----------------------------------------------------------------------
Attachment 1 to Appendix A to Part 60--General Simulator Requirements
Begin QPS Requirements
1. Requirements
a. Certain requirements included in this appendix must be
supported with an SOC as defined in Appendix F, which may include
objective and subjective tests. The requirements for SOCs are
indicated in the ``General Simulator Requirements'' column in Table
A1A of this appendix.
b. Table A1A describes the requirements for the indicated level
of FFS. Many devices include operational systems or functions that
exceed the requirements outlined in this section. However, all
systems will be tested and evaluated in accordance with this
appendix to ensure proper operation.
End QPS Requirements
-----------------------------------------------------------------------
Begin Information
2. Discussion
a. This attachment describes the general simulator requirements
for qualifying an airplane FFS. The sponsor should also consult the
objective tests in Attachment 2 of this appendix and the examination
of functions and subjective tests listed in Attachment 3 of this
appendix to determine the complete requirements for a specific level
simulator.
b. The material contained in this attachment is divided into the
following categories:
(1) General flight deck configuration.
(2) Simulator programming.
(3) Equipment operation.
(4) Equipment and facilities for instructor/evaluator functions.
(5) Motion system.
(6) Visual system.
(7) Sound system.
c. Table A1A provides the standards for the General Simulator
Requirements.
d. Table A1B provides the tasks that the sponsor will examine to
determine whether the FFS satisfactorily meets the requirements for
flight crew training, testing, and experience, and provides the
tasks for which the simulator may be qualified.
e. Table A1C provides the functions that an instructor/check
airman must be able to control in the simulator.
f. It is not required that all of the tasks that appear on the
List of Qualified Tasks (part of the SOQ) be accomplished during the
initial or continuing qualification evaluation.
End Information
-----------------------------------------------------------------------
Table A1A.--Minimum Simulator Requirements
------------------------------------------------------------------------
QPS requirements Simulator levels Information
------------------------------------------------------------------------
General
Entry No. simulator A B C D Notes
requirements
------------------------------------------------------------------------
1. General Flight deck Configuration.
------------------------------------------------------------------------
1.a........ The simulator X X X X For simulator
must have a purposes, the flight
flight deck deck consists of all
that is a that space forward
replica of the of a cross section
airplane of the flight deck
simulated with at the most extreme
controls, aft setting of the
equipment, pilots' seats,
observable including additional
flight deck required crewmember
indicators, duty stations and
circuit those required
breakers, and bulkheads aft of the
bulkheads pilot seats. For
properly clarification,
located, bulkheads containing
functionally only items such as
accurate and landing gear pin
replicating the storage
airplane. The compartments, fire
direction of axes and
movement of extinguishers, spare
controls and light bulbs, and
switches must aircraft document
be identical to pouches are not
the airplane. considered essential
Pilot seats and may be omitted.
must allow the
occupant to
achieve the
design ``eye
position''
established for
the airplane
being
simulated.
Equipment for
the operation
of the flight
deck windows
must be
included, but
the actual
windows need
not be
operable.
Additional
equipment such
as fire axes,
extinguishers,
and spare light
bulbs must be
available in
the FFS but may
be relocated to
a suitable
location as
near as
practical to
the original
position. Fire
axes, landing
gear pins, and
any similar
purpose
instruments
need only be
represented in
silhouette.
------------------------------------------------------------------------
[[Page 26498]]
1.b........ Those circuit X X X X
breakers that
affect
procedures or
result in
observable
flight deck
indications
must be
properly
located and
functionally
accurate.
------------------------------------------------------------------------
2. Programming.
------------------------------------------------------------------------
2.a........ A flight X X X X
dynamics model
that accounts
for various
combinations of
drag and thrust
normally
encountered in
flight must
correspond to
actual flight
conditions,
including the
effect of
change in
airplane
attitude,
thrust, drag,
altitude,
temperature,
gross weight,
moments of
inertia, center
of gravity
location, and
configuration.
An SOC is
required.
------------------------------------------------------------------------
2.b........ The simulator X X X X
must have the
computer
capacity,
accuracy,
resolution, and
dynamic
response needed
to meet the
qualification
level sought.
An SOC is
required..
------------------------------------------------------------------------
2.c........ Surface X
operations must
be represented
to the extent
that allows
turns within
the confines of
the runway and
adequate
controls on the
landing and
roll-out from a
crosswind
approach to a
landing.
------------------------------------------------------------------------
2.d........ Ground handling
and aerodynamic
programming
must include
the following:
------------------------------------------------------------------------
2.d.1...... Ground effect... X X X Ground effect
includes modeling
that accounts for
roundout, flare,
touchdown, lift,
drag, pitching
moment, trim, and
power while in
ground effect.
------------------------------------------------------------------------
2.d.2...... Ground reaction. X X X Ground reaction
includes modeling
that accounts for
strut deflections,
tire friction, and
side forces. This is
the reaction of the
airplane upon
contact with the
runway during
landing, and may
differ with changes
in factors such as
gross weight,
airspeed, or rate of
descent on
touchdown.
------------------------------------------------------------------------
2.d.3...... Ground handling X X X
characteristics
, including
aerodynamic and
ground reaction
modeling
including
steering
inputs,
operations with
crosswind,
braking, thrust
reversing,
deceleration,
and turning
radius.
------------------------------------------------------------------------
2.e........ If the aircraft X X If desired, Level A
being simulated and B simulators may
is one of the qualify for
aircraft listed windshear training
in Sec. by meeting these
121.358, Low- standards; see
altitude Attachment 5 of this
windshear appendix. Windshear
system models may consist
equipment of independent
requirements, variable winds in
the simulator multiple
must employ simultaneous
windshear components. The FAA
models that Windshear Training
provide Aid presents one
training for acceptable means of
recognition of compliance with
windshear simulator wind model
phenomena and requirements.
the execution
of recovery
procedures.
Models must be
available to
the instructor/
evaluator for
the following
critical phases
of flight:
(1) Prior to
takeoff
rotation..
(2) At liftoff..
(3) During
initial climb..
(4) On final
approach, below
500 ft AGL..
[[Page 26499]]
The QTG must
reference the
FAA Windshear
Training Aid or
present
alternate
airplane
related data,
including the
implementation
method(s) used.
If the
alternate
method is
selected, wind
models from the
Royal Aerospace
Establishment
(RAE), the
Joint Airport
Weather Studies
(JAWS) Project
and other
recognized
sources may be
implemented,
but must be
supported and
properly
referenced in
the QTG. Only
those
simulators
meeting these
requirements
may be used to
satisfy the
training
requirements of
part 121
pertaining to a
certificate
holder's
approved low-
altitude
windshear
flight training
program as
described in
Sec. 121.409.
------------------------------------------------------------------------
2.f........ The simulator X X Automatic
must provide ``flagging'' of out-
for manual and of-tolerance
automatic situations is
testing of encouraged.
simulator
hardware and
software
programming to
determine
compliance with
simulator
objective tests
as prescribed
in Attachment 2
of this
appendix.
An SOC is
required..
------------------------------------------------------------------------
2.g........ Relative The intent is to
responses of verify that the
the motion simulator provides
system, visual instrument, motion,
system, and and visual cues that
flight deck are, within the
instruments, stated time delays,
measured by like the airplane
latency tests responses. For
or transport airplane response,
delay tests. acceleration in the
Motion onset appropriate,
should occur corresponding
before the rotational axis is
start of the preferred.
visual scene
change (the
start of the
scan of the
first video
field
containing
different
information)
but must occur
before the end
of the scan of
that video
field.
Instrument
response may
not occur prior
to motion
onset. Test
results must be
within the
following
limits:
------------------------------------------------------------------------
2.g.1...... 300 milliseconds X X
of the airplane
response.
------------------------------------------------------------------------
2.g.2...... 150 milliseconds X X
of the airplane
response.
------------------------------------------------------------------------
2.h........ The simulator X X
must accurately
reproduce the
following
runway
conditions:
(1) Dry.........
(2) Wet.........
(3) Icy.........
(4) Patchy Wet..
(5) Patchy Icy..
(6) Wet on
Rubber Residue
in Touchdown
Zone.
An SOC is
required.
------------------------------------------------------------------------
2.i........ The simulator X X Simulator pitch, side
must simulate: loading, and
(1) brake and directional control
tire failure characteristics
dynamics, should be
including representative of
antiskid the airplane.
failure.
(2) decreased
brake
efficiency due
to high brake
temperatures,
if applicable.
An SOC is
required..
------------------------------------------------------------------------
2.j........ The simulator X X
must replicate
the effects of
airframe and
engine icing.
------------------------------------------------------------------------
2.k........ The aerodynamic X See Attachment 2 of
modeling in the this appendix,
simulator must paragraph 5, for
include: further information
(1) Low-altitude on ground effect.
level-flight
ground effect;.
(2) Mach effect
at high
altitude;.
(3) Normal and
reverse dynamic
thrust effect
on control
surfaces;.
(4) Aeroelastic
representations
; and
(5)
Nonlinearities
due to
sideslip.
[[Page 26500]]
An SOC is
required and
must include
references to
computations of
aeroelastic
representations
and of
nonlinearities
due to
sideslip.
------------------------------------------------------------------------
2.l........ The simulator X X X
must have
aerodynamic and
ground reaction
modeling for
the effects of
reverse thrust
on directional
control, if
applicable.
An SOC is
required..
------------------------------------------------------------------------
3. Equipment Operation.
------------------------------------------------------------------------
3.a........ All relevant X X X X
instrument
indications
involved in the
simulation of
the airplane
must
automatically
respond to
control
movement or
external
disturbances to
the simulated
airplane; e.g.,
turbulence or
windshear.
Numerical
values must be
presented in
the appropriate
units.
------------------------------------------------------------------------
3.b........ Communications, X X X X See Attachment 3 of
navigation, this appendix for
caution, and further information
warning regarding long-range
equipment must navigation
be installed equipment.
and operate
within the
tolerances
applicable for
the airplane.
------------------------------------------------------------------------
3.c........ Simulated X X X X
airplane
systems must
operate as the
airplane
systems operate
under normal,
abnormal, and
emergency
operating
conditions on
the ground and
in flight.
------------------------------------------------------------------------
3.d........ The simulator X X X X
must provide
pilot controls
with control
forces and
control travel
that correspond
to the
simulated
airplane. The
simulator must
also react in
the same manner
as in the
airplane under
the same flight
conditions.
------------------------------------------------------------------------
3.e........ Simulator X X
control feel
dynamics must
replicate the
airplane. This
must be
determined by
comparing a
recording of
the control
feel dynamics
of the
simulator to
airplane
measurements.
For initial and
upgrade
qualification
evaluations,
the control
dynamic
characteristics
must be
measured and
recorded
directly from
the flight deck
controls, and
must be
accomplished in
takeoff,
cruise, and
landing flight
conditions and
configurations.
------------------------------------------------------------------------
4. Instructor or Evaluator Facilities.
------------------------------------------------------------------------
4.a........ In addition to X X X X The NSPM will
the flight consider
crewmember alternatives to this
stations, the standard for
simulator must additional seats
have at least based on unique
two suitable flight deck
seats for the configurations.
instructor/
check airman
and FAA
inspector.
These seats
must provide
adequate vision
to the pilot's
panel and
forward
windows. All
seats other
than flight
crew seats need
not represent
those found in
the airplane,
but must be
adequately
secured to the
floor and
equipped with
similar
positive
restraint
devices.
4.b........ The simulator X X X X
must have
controls that
enable the
instructor/
evaluator to
control all
required system
variables and
insert all
abnormal or
emergency
conditions into
the simulated
airplane
systems as
described in
the sponsor's
FAA-approved
training
program; or as
described in
the relevant
operating
manual as
appropriate.
------------------------------------------------------------------------
[[Page 26501]]
4.c........ The simulator X X X X
must have
instructor
controls for
all
environmental
effects
expected to be
available at
the IOS; e.g.,
clouds,
visibility,
icing,
precipitation,
temperature,
storm cells,
and wind speed
and direction.
------------------------------------------------------------------------
4.d........ The simulator X X For example, another
must provide airplane crossing
the instructor the active runway or
or evaluator converging airborne
the ability to traffic.
present ground
and air hazards.
------------------------------------------------------------------------
5. Motion System.
------------------------------------------------------------------------
5.a........ The simulator X X X X For example,
must have touchdown cues
motion (force) should be a function
cues of the rate of
perceptible to descent (RoD) of the
the pilot that simulated airplane.
are
representative
of the motion
in an airplane.
------------------------------------------------------------------------
5.b........ The simulator X X
must have a
motion (force
cueing) system
with a minimum
of three
degrees of
freedom (at
least pitch,
roll, and
heave).
An SOC is
required..
------------------------------------------------------------------------
5.c........ The simulator X X
must have a
motion (force
cueing) system
that produces
cues at least
equivalent to
those of a six-
degrees-of-
freedom,
synergistic
platform motion
system (i.e.,
pitch, roll,
yaw, heave,
sway, and
surge).
An SOC is
required..
------------------------------------------------------------------------
5.d........ The simulator X X X X
must provide
for the
recording of
the motion
system response
time.
An SOC is
required..
------------------------------------------------------------------------
5.e........ The simulator X X X
must provide
motion effects
programming to
include:
------------------------------------------------------------------------
(1) Thrust
effect with
brakes set.
(2) Runway
rumble, oleo
deflections,
effects of
ground speed,
uneven runway,
centerline
lights, and
taxiway
characteristics
.
(3) Buffets on
the ground due
to spoiler/
speedbrake
extension and
thrust
reversal.
(4) Bumps
associated with
the landing
gear.
(5 O='xl')
Buffet during
extension and
retraction of
landing gear..
(6) Buffet in
the air due to
flap and
spoiler/
speedbrake
extension.
(7) Approach-to-
Stall buffet.
(8)
Representative
touchdown cues
for main and
nose gear.
(9) Nosewheel
scuffing, if
applicable.
(10) Mach and
maneuver
buffet.
------------------------------------------------------------------------
5.f........ The simulator X The simulator should
must provide be programmed and
characteristic instrumented in such
motion a manner that the
vibrations that characteristic
result from buffet modes can be
operation of measured and
the airplane if compared to airplane
the vibration data.
marks an event
or airplane
state that can
be sensed in
the flight deck.
------------------------------------------------------------------------
6. Visual System.
------------------------------------------------------------------------
6.a........ The simulator X X X X
must have a
visual system
providing an
out-of-the-
flight deck
view.
------------------------------------------------------------------------
[[Page 26502]]
6.b........ The simulator X X Additional field-of-
must provide a view capability may
continuous be added at the
collimated sponsor's discretion
field-of-view provided the minimum
of at least fields of view are
45[deg] retained.
horizontally
and 30[deg]
vertically per
pilot seat or
the number of
degrees
necessary to
meet the visual
ground segment
requirement,
whichever is
greater. Both
pilot seat
visual systems
must be
operable
simultaneously.
The minimum
horizontal
field-of-view
coverage must
be plus and
minus one-half
(\1/2\) of the
minimum
continuous
field-of-view
requirement,
centered on the
zero degree
azimuth line
relative to the
aircraft
fuselage.
An SOC is
required and
must explain
the system
geometry
measurements
including
system
linearity and
field-of-view..
------------------------------------------------------------------------
6.c........ (Reserved)......
------------------------------------------------------------------------
6.d........ The simulator X X The horizontal field-
must provide a of-view is
continuous traditionally
collimated described as a
visual field-of- 180[deg] field-of-
view of at view. However, the
least 176[deg] field-of-view is
horizontally technically no less
and 36[deg] than 176[deg].
vertically or Additional field-of-
the number of view capability may
degrees be added at the
necessary to sponsor's discretion
meet the visual provided the minimum
ground segment fields-of-view are
requirement, retained.
whichever is
greater. The
minimum
horizontal
field-of-view
coverage must
be plus and
minus one-half
(\1/2\) of the
minimum
continuous
field-of-view
requirement,
centered on the
zero degree
azimuth line
relative to the
aircraft
fuselage.
An SOC is
required and
must explain
the system
geometry
measurements
including
system
linearity and
field-of-view..
------------------------------------------------------------------------
6.e........ The visual X X X X Non-realistic cues
system must be might include image
free from ``swimming'' and
optical image ``roll-off,''
discontinuities that may lead a
and artifacts pilot to make
that create non- incorrect
realistic cues. assessments of
speed, acceleration,
or situational
awareness.
------------------------------------------------------------------------
6.f........ The simulator X X X X
must have
operational
landing lights
for night
scenes. Where
used, dusk (or
twilight)
scenes require
operational
landing lights.
------------------------------------------------------------------------
6.g........ The simulator X X X X
must have
instructor
controls for
the following:
(1) Visibility
in statute
miles (km) and
runway visual
range (RVR) in
ft. (m)..
(2) Airport
selection..
(3) Airport
lighting..
------------------------------------------------------------------------
6.h........ The simulator X X X X
must provide
visual system
compatibility
with dynamic
response
programming.
------------------------------------------------------------------------
6.i........ The simulator X X X X This will show the
must show that modeling accuracy of
the segment of RVR, glideslope, and
the ground localizer for a
visible from given weight,
the simulator configuration, and
flight deck is speed within the
the same as airplane's
from the operational envelope
airplane flight for a normal
deck (within approach and
established landing.
tolerances)
when at the
correct
airspeed, in
the landing
configuration,
at the
appropriate
height above
the touchdown
zone, and with
appropriate
visibility.
------------------------------------------------------------------------
6.j........ The simulator X X X
must provide
visual cues
necessary to
assess sink
rates (provide
depth
perception)
during takeoffs
and landings,
to include:
(1) Surface on
runways,
taxiways, and
ramps..
(2) Terrain
features..
------------------------------------------------------------------------
[[Page 26503]]
6.k........ The simulator X X X X Visual attitude vs.
must provide simulator attitude
for accurate is a comparison of
portrayal of pitch and roll of
the visual the horizon as
environment displayed in the
relating to the visual scene
simulator compared to the
attitude. display on the
attitude indicator.
------------------------------------------------------------------------
6.l........ The simulator X X
must provide
for quick
confirmation of
visual system
color, RVR,
focus, and
intensity.
An SOC is
required..
------------------------------------------------------------------------
6.m........ The simulator X X
must be capable
of producing at
least 10 levels
of occulting.
------------------------------------------------------------------------
6.n........ Night Visual X X X X
Scenes. When
used in
training,
testing, or
checking
activities, the
simulator must
provide night
visual scenes
with sufficient
scene content
to recognize
the airport,
the terrain,
and major
landmarks
around the
airport. The
scene content
must allow a
pilot to
successfully
accomplish a
visual landing.
Scenes must
include a
definable
horizon and
typical terrain
characteristics
such as fields,
roads and
bodies of water
and surfaces
illuminated by
airplane
landing lights.
------------------------------------------------------------------------
6.o........ Dusk (or X X
Twilight)
Visual Scenes.
When used in
training,
testing, or
checking
activities, the
simulator must
provide dusk
(or twilight)
visual scenes
with sufficient
scene content
to recognize
the airport,
the terrain,
and major
landmarks
around the
airport. The
scene content
must allow a
pilot to
successfully
accomplish a
visual landing.
Dusk (or
twilight)
scenes, as a
minimum, must
provide full
color
presentations
of reduced
ambient
intensity,
sufficient
surfaces with
appropriate
textural cues
that include
self-
illuminated
objects such as
road networks,
ramp lighting
and airport
signage, to
conduct a
visual
approach,
landing and
airport
movement
(taxi). Scenes
must include a
definable
horizon and
typical terrain
characteristics
such as fields,
roads and
bodies of water
and surfaces
illuminated by
airplane
landing lights.
If provided,
directional
horizon
lighting must
have correct
orientation and
be consistent
with surface
shading
effects. Total
night or dusk
(twilight)
scene content
must be
comparable in
detail to that
produced by
10,000 visible
textured
surfaces and
15,000 visible
lights with
sufficient
system capacity
to display 16
simultaneously
moving objects.
An SOC is
required..
------------------------------------------------------------------------
[[Page 26504]]
6.p........ Daylight Visual X X
Scenes. The
simulator must
provide
daylight visual
scenes with
sufficient
scene content
to recognize
the airport,
the terrain,
and major
landmarks
around the
airport. The
scene content
must allow a
pilot to
successfully
accomplish a
visual landing.
Any ambient
lighting must
not ``washout''
the displayed
visual scene.
Total daylight
scene content
must be
comparable in
detail to that
produced by
10,000 visible
textured
surfaces and
6,000 visible
lights with
sufficient
system capacity
to display 16
simultaneously
moving objects.
The visual
display must be
free of
apparent and
distracting
quantization
and other
distracting
visual effects
while the
simulator is in
motion.
An SOC is
required..
------------------------------------------------------------------------
6.q........ The simulator X X For example: short
must provide runways, landing
operational approaches over
visual scenes water, uphill or
that portray downhill runways,
physical rising terrain on
relationships the approach path,
known to cause unique topographic
landing features.
illusions to
pilots.
------------------------------------------------------------------------
6.r........ The simulator X X
must provide
special weather
representations
of light,
medium, and
heavy
precipitation
near a
thunderstorm on
takeoff and
during approach
and landing.
Representations
need only be
presented at
and below an
altitude of
2,000 ft. (610
m) above the
airport surface
and within 10
miles (16 km)
of the airport.
------------------------------------------------------------------------
6.s........ The simulator X X
must present
visual scenes
of wet and snow-
covered
runways,
including
runway lighting
reflections for
wet conditions,
partially
obscured lights
for snow
conditions, or
suitable
alternative
effects.
------------------------------------------------------------------------
6.t........ The simulator X X
must present
realistic color
and
directionality
of all airport
lighting.
------------------------------------------------------------------------
7. Sound System.
------------------------------------------------------------------------
7.a........ The simulator X X X X
must provide
flight deck
sounds that
result from
pilot actions
that correspond
to those that
occur in the
airplane.
------------------------------------------------------------------------
7.b........ The volume X X X X
control must
have an
indication of
sound level
setting which
meets all
qualification
requirements..
------------------------------------------------------------------------
7.c........ The simulator X X
must accurately
simulate the
sound of
precipitation,
windshield
wipers, and
other
significant
airplane noises
perceptible to
the pilot
during normal
and abnormal
operations, and
include the
sound of a
crash (when the
simulator is
landed in an
unusual
attitude or in
excess of the
structural gear
limitations);
normal engine
and thrust
reversal
sounds; and the
sounds of flap,
gear, and
spoiler
extension and
retraction.
An SOC is
required..
------------------------------------------------------------------------
7.d........ The simulator X
must provide
realistic
amplitude and
frequency of
flight deck
noises and
sounds.
Simulator
performance
must be
recorded,
compared to
amplitude and
frequency of
the same sounds
recorded in the
airplane, and
be made a part
of the QTG.
------------------------------------------------------------------------
[[Page 26505]]
Table A1B.--Table of Tasks vs. Simulator Level
------------------------------------------------------------------------
QPS requirements Information
------------------------------------------------------------------------
Subjective Simulator levels
requirements In --------------------
order to be qualified
at the simulator
qualification level
indicated, the
Entry No. simulator must be Notes
able to perform at A B C D
least the tasks
associated with that
level of
qualification.
------------------------------------------------------------------------
1. Preflight Procedures
------------------------------------------------------------------------
1.a........ Preflight Inspection X X X X
(flight deck only).
------------------------------------------------------------------------
1.b........ Engine Start......... X X X X
------------------------------------------------------------------------
1.c........ Taxiing.............. R X X
------------------------------------------------------------------------
1.d........ Pre-takeoff Checks... X X X X
------------------------------------------------------------------------
2. Takeoff and Departure Phase
------------------------------------------------------------------------
2.a........ Normal and Crosswind R X X
Takeoff
------------------------------------------------------------------------
2.b........ Instrument Takeoff... X X X X
------------------------------------------------------------------------
2.c........ Engine Failure During A X X X
Takeoff.
------------------------------------------------------------------------
2.d........ Rejected Takeoff..... X X X X
------------------------------------------------------------------------
2.e........ Departure Procedure.. X X X X
------------------------------------------------------------------------
3. Inflight Maneuvers
------------------------------------------------------------------------
3.a........ Steep Turns.......... X X X X
------------------------------------------------------------------------
3.b........ Approaches to Stalls. X X X X
------------------------------------------------------------------------
3.c........ Engine Failure-- X X X X
Multiengine Airplane.
------------------------------------------------------------------------
3.d........ Engine Failure-- X X X X
Single-Engine
Airplane.
------------------------------------------------------------------------
3.e........ Specific Flight A A A A
Characteristics
incorporated into
the user's FAA
approved flight
training program.
------------------------------------------------------------------------
3.f........ Recovery From Unusual X X X X Within the
Attitudes. normal flight
envelope
supported by
applicable
simulation
validation
data.
------------------------------------------------------------------------
4. Instrument Procedures
------------------------------------------------------------------------
4.a........ Standard Terminal X X X X
Arrival/Flight
Management System
Arrivals Procedures.
------------------------------------------------------------------------
4.b........ Holding.............. X X X X
------------------------------------------------------------------------
4.c........ Precision Instrument.
------------------------------------------------------------------------
4.c.1...... All Engines Operating X X X X e.g., Autopilot,
Manual (Flt.
Dir. Assisted),
Manual (Raw
Data).
------------------------------------------------------------------------
4.c.2...... One Engine X X X X e.g., Manual
Inoperative. (Flt. Dir.
Assisted),
Manual (Raw
Data).
------------------------------------------------------------------------
4.d........ Non-Precision X X X X e.g., NDB, VOR,
Instrument Approach. VOR/DME, VOR/
TAC, RNAV, LOC,
LOC/BC, ADF,
and SDF.
------------------------------------------------------------------------
4.e........ Circling Approach.... X X X X Specific
authorization
required.
------------------------------------------------------------------------
4.f........ Missed Approach......
------------------------------------------------------------------------
4.f.1...... Normal............... X X X X
------------------------------------------------------------------------
4.f.2...... One Engine X X X X
Inoperative.
------------------------------------------------------------------------
5. Landings and Approaches to Landings
------------------------------------------------------------------------
5.a........ Normal and Crosswind R X X
Approaches and
Landings.
------------------------------------------------------------------------
[[Page 26506]]
5.b........ Landing From a R X X
Precision/Non-
Precision Approach.
------------------------------------------------------------------------
5.c........ Approach and Landing ... R X X
with (Simulated)
Engine Failure--
Multiengine Airplane.
------------------------------------------------------------------------
5.d........ Landing From Circling R X X
Approach.
------------------------------------------------------------------------
5.e........ Rejected Landing..... X X X X
------------------------------------------------------------------------
5.f........ Landing From a No R X X
Flap or a
Nonstandard Flap
Configuration
Approach.
------------------------------------------------------------------------
6. Normal and Abnormal Procedures
------------------------------------------------------------------------
6.a........ Engine (including X X X X
shutdown and
restart).
------------------------------------------------------------------------
6.b........ Fuel System.......... X X X X
------------------------------------------------------------------------
6.c........ Electrical System.... X X X X
------------------------------------------------------------------------
6.d........ Hydraulic System..... X X X X
------------------------------------------------------------------------
6.e........ Environmental and X X X X
Pressurization
Systems.
------------------------------------------------------------------------
6.f........ Fire Detection and X X X X
Extinguisher Systems.
------------------------------------------------------------------------
6.g........ Navigation and X X X X
Avionics Systems.
------------------------------------------------------------------------
6.h........ Automatic Flight X X X X
Control System,
Electronic Flight
Instrument System,
and Related
Subsystems.
------------------------------------------------------------------------
6.i........ Flight Control X X X X
Systems.
------------------------------------------------------------------------
6.j........ Anti-ice and Deice X X X X
Systems.
------------------------------------------------------------------------
6.k........ Aircraft and Personal X X X X
Emergency Equipment.
------------------------------------------------------------------------
7. Emergency Procedures
------------------------------------------------------------------------
7.a........ Emergency Descent X X X X
(Max. Rate).
------------------------------------------------------------------------
7.b........ Inflight Fire and X X X X
Smoke Removal.
------------------------------------------------------------------------
7.c........ Rapid Decompression.. X X X X
------------------------------------------------------------------------
7.d........ Emergency Evacuation. X X X X
------------------------------------------------------------------------
8. Postflight Procedures
------------------------------------------------------------------------
8.a........ After-Landing X X X X
Procedures.
------------------------------------------------------------------------
8.b........ Parking and Securing. X X X X
------------------------------------------------------------------------
``A''--indicates that the system, task, or procedure may be examined if
the appropriate aircraft system or control is simulated in the FSTD
and is working properly.
``R''--indicates that the simulator may be qualified for this task for
continuing qualification training.
``X''--indicates that the simulator must be able to perform this task
for this level of qualification.
Table A1C.--Table of Simulator System Tasks
------------------------------------------------------------------------
QPS requirements Information
------------------------------------------------------------------------
Subjective Simulator levels
requirements In order --------------------
to be qualified at
the simulator
qualification level
indicated, the
Entry No. simulator must be Notes
able to perform at A B C D
least the tasks
associated with that
level of
qualification.
------------------------------------------------------------------------
1. Instructor Operating Station (IOS), as appropriate
------------------------------------------------------------------------
1.a........ Power switch(es)..... X X X X
------------------------------------------------------------------------
[[Page 26507]]
1.b........ Airplane conditions.. X X X X e.g., GW, CG,
Fuel loading
and Systems.
------------------------------------------------------------------------
1.c........ Airports/Runways..... X X X X e.g., Selection,
Surface,
Presets,
Lighting
controls.
------------------------------------------------------------------------
1.d........ Environmental X X X X e.g., Clouds,
controls. Visibility,
RVR, Temp,
Wind, Ice,
Snow, Rain, and
Windshear.
------------------------------------------------------------------------
1.e........ Airplane system X X X X
malfunctions
(Insertion/deletion).
------------------------------------------------------------------------
1.f........ Locks, Freezes, and X X X X
Repositioning.
------------------------------------------------------------------------
2. Sound Controls
------------------------------------------------------------------------
2.a........ On/off/adjustment.... X X X X
------------------------------------------------------------------------
3. Motion/Control Loading System
------------------------------------------------------------------------
3.a........ On/off/emergency stop X X X X
------------------------------------------------------------------------
4. Observer Seats/Stations
------------------------------------------------------------------------
4.a........ Position/Adjustment/ X X X X
Positive restraint
system.
------------------------------------------------------------------------
Attachment 2 to Appendix A to Part 60--FFS Objective Tests
Table of Contents
------------------------------------------------------------------------
Paragraph No. Title
------------------------------------------------------------------------
1................................. Introduction.
------------------------------------------------------------------------
2................................. Test Requirements.
------------------------------------------------------------------------
Table A2A, Objective Tests.
------------------------------------------------------------------------
3................................. General.
------------------------------------------------------------------------
4................................. Control Dynamics.
------------------------------------------------------------------------
5................................. Ground Effect.
------------------------------------------------------------------------
6................................. Motion System.
------------------------------------------------------------------------
7................................. Sound System.
------------------------------------------------------------------------
8................................. Additional Information About Flight
Simulator Qualification for New or
Derivative Airplanes.
------------------------------------------------------------------------
9................................. Engineering Simulator--Validation
Data.
------------------------------------------------------------------------
10................................ [Reserved].
------------------------------------------------------------------------
11................................ Validation Test Tolerances.
------------------------------------------------------------------------
12................................ Validation Data Roadmap.
------------------------------------------------------------------------
13................................ Acceptance Guidelines for
Alternative Engines Data.
------------------------------------------------------------------------
14................................ Acceptance Guidelines for
Alternative Avionics (Flight-
Related Computers and Controllers).
------------------------------------------------------------------------
15................................ Transport Delay Testing.
------------------------------------------------------------------------
16................................ Continuing Qualification
Evaluations--Validation Test Data
Presentation.
------------------------------------------------------------------------
17................................ Alternative Data Sources,
Procedures, and Instrumentation:
Level A and Level B Simulators
Only.
------------------------------------------------------------------------
-----------------------------------------------------------------------
Begin Information
1. Introduction
a. For the purposes of this attachment, the flight conditions
specified in the Flight Conditions Column of Table A2A of this
appendix, are defined as follows:
(1) Ground--on ground, independent of airplane configuration;
(2) Take-off--gear down with flaps/slats in any certified
takeoff position;
(3) First segment climb--gear down with flaps/slats in any
certified takeoff position (normally not above 50 ft AGL);
(4) Second segment climb--gear up with flaps/slats in any
certified takeoff position (normally between 50 ft and 400 ft AGL);
(5) Clean--flaps/slats retracted and gear up;
(6) Cruise--clean configuration at cruise altitude and airspeed;
(7) Approach--gear up or down with flaps/slats at any normal
approach position as recommended by the airplane manufacturer; and
(8) Landing--gear down with flaps/slats in any certified landing
position.
b. The format for numbering the objective tests in Appendix A,
Attachment 2, Table A2A, and the objective tests in Appendix B,
Attachment 2, Table B2A, is identical. However, each test required
for FFSs is not necessarily required for FTDs. Also, each test
required for FTDs is not necessarily required for FFSs. Therefore,
when a test number (or series of numbers) is not required, the term
``Reserved'' is used in the table at that location. Following this
numbering format provides a degree of commonality between the two
tables and substantially reduces the potential for confusion when
referring to objective test numbers for either FFSs or FTDs.
c. The reader is encouraged to review the Airplane Flight
Simulator Evaluation Handbook, Volumes I and II, published by the
Royal Aeronautical Society, London, UK, and AC 25-7, as amended,
Flight Test Guide for Certification of Transport Category Airplanes,
and AC 23-8, as amended, Flight Test Guide for Certification of Part
23 Airplanes, for references and examples regarding flight testing
requirements and techniques.
d. If relevant winds are present in the objective data, the wind
vector should be clearly noted as part of the data presentation,
expressed in conventional terminology, and related to the runway
being used for the test.
[[Page 26508]]
End Information
-----------------------------------------------------------------------
Begin QPS Requirements
2. Test Requirements
a. The ground and flight tests required for qualification are
listed in Table A2A, FFS Objective Tests. Computer generated
simulator test results must be provided for each test except where
an alternative test is specifically authorized by the NSPM. If a
flight condition or operating condition is required for the test but
does not apply to the airplane being simulated or to the
qualification level sought, it may be disregarded (e.g., an engine
out missed approach for a single-engine airplane or a maneuver using
reverse thrust for an airplane without reverse thrust capability).
Each test result is compared against the validation data described
in Sec. 60.13 and in this appendix. Although use of a driver
program designed to automatically accomplish the tests is encouraged
for all simulators and required for Level C and Level D simulators,
it must be possible to conduct each test manually while recording
all appropriate parameters. The results must be produced on an
appropriate recording device acceptable to the NSPM and must include
simulator number, date, time, conditions, tolerances, and
appropriate dependent variables portrayed in comparison to the
validation data. Time histories are required unless otherwise
indicated in Table A2A. All results must be labeled using the
tolerances and units given.
b. Table A2A in this attachment sets out the test results
required, including the parameters, tolerances, and flight
conditions for simulator validation. Tolerances are provided for the
listed tests because mathematical modeling and acquisition and
development of reference data are often inexact. All tolerances
listed in the following tables are applied to simulator performance.
When two tolerance values are given for a parameter, the less
restrictive may be used unless otherwise indicated. In those cases
where a tolerance is expressed only as a percentage, the tolerance
percentage applies to the maximum value of that parameter within its
normal operating range as measured from the neutral or zero position
unless otherwise indicated.
c. Certain tests included in this attachment must be supported
with an SOC. In Table A2A, requirements for SOCs are indicated in
the ``Test Details'' column.
d. When operational or engineering judgment is used in making
assessments for flight test data applications for simulator
validity, such judgment must not be limited to a single parameter.
For example, data that exhibit rapid variations of the measured
parameters may require interpolations or a ``best fit'' data
selection. All relevant parameters related to a given maneuver or
flight condition must be provided to allow overall interpretation.
When it is difficult or impossible to match simulator to airplane
data throughout a time history, differences must be justified by
providing a comparison of other related variables for the condition
being assessed.
e. It is not acceptable to program the FFS so that the
mathematical modeling is correct only at the validation test points.
Unless otherwise noted, simulator tests must represent airplane
performance and handling qualities at operating weights and centers
of gravity (CG) typical of normal operation. If a test is supported
by airplane data at one extreme weight or CG, another test supported
by airplane data at mid-conditions or as close as possible to the
other extreme must be included. Certain tests that are relevant only
at one extreme CG or weight condition need not be repeated at the
other extreme. Tests of handling qualities must include validation
of augmentation devices.
f. When comparing the parameters listed to those of the
airplane, sufficient data must also be provided to verify the
correct flight condition and airplane configuration changes. For
example, to show that control force is within the parameters for a
static stability test, data to show the correct airspeed, power,
thrust or torque, airplane configuration, altitude, and other
appropriate datum identification parameters must also be given. If
comparing short period dynamics, normal acceleration may be used to
establish a match to the airplane, but airspeed, altitude, control
input, airplane configuration, and other appropriate data must also
be given. If comparing landing gear change dynamics, pitch,
airspeed, and altitude may be used to establish a match to the
airplane, but landing gear position must also be provided. All
airspeed values must be properly annotated (e.g., indicated versus
calibrated). In addition, the same variables must be used for
comparison (e.g., compare inches to inches rather than inches to
centimeters).
g. The QTG provided by the sponsor must clearly describe how the
simulator will be set up and operated for each test. Each simulator
subsystem may be tested independently, but overall integrated
testing of the simulator must be accomplished to assure that the
total simulator system meets the prescribed standards. A manual test
procedure with explicit and detailed steps for completing each test
must also be provided.
h. For previously qualified simulators, the tests and tolerances
of this attachment may be used in subsequent continuing
qualification evaluations for any given test if the sponsor has
submitted a proposed MQTG revision to the NSPM and has received NSPM
approval.
i. Simulators are evaluated and qualified with an engine model
simulating the airplane data supplier's flight test engine. For
qualification of alternative engine models (either variations of the
flight test engines or other manufacturer's engines) additional
tests with the alternative engine models may be required. This
attachment contains guidelines for alternative engines.
j. For testing Computer Controlled Aircraft (CCA) simulators, or
other highly augmented airplane simulators, flight test data is
required for the Normal (N) and/or Non-normal (NN) control states,
as indicated in this attachment. Where test results are independent
of control state, Normal or Non-normal control data may be used. All
tests in Table A2A require test results in the Normal control state
unless specifically noted otherwise in the Test Details section
following the CCA designation. The NSPM will determine what tests
are appropriate for airplane simulation data. When making this
determination, the NSPM may require other levels of control state
degradation for specific airplane tests. Where Non-normal control
states are required, test data must be provided for one or more Non-
normal control states, and must include the least augmented state.
Where applicable, flight test data must record Normal and Non-normal
states for:
(1) Pilot controller deflections or electronically generated
inputs, including location of input; and
(2) Flight control surface positions unless test results are not
affected by, or are independent of, surface positions.
k. Tests of handling qualities must include validation of
augmentation devices. FFSs for highly augmented airplanes will be
validated both in the unaugmented configuration (or failure state
with the maximum permitted degradation in handling qualities) and
the augmented configuration. Where various levels of handling
qualities result from failure states, validation of the effect of
the failure is necessary. Requirements for testing will be mutually
agreed to between the sponsor and the NSPM on a case-by-case basis.
l. Some tests will not be required for airplanes using airplane
hardware in the simulator flight deck (e.g., ``side stick
controller''). These exceptions are noted in Section 2 ``Handling
Qualities'' in Table A2A of this attachment. However, in these
cases, the sponsor must provide a statement that the airplane
hardware meets the appropriate manufacturer's specifications and the
sponsor must have supporting information to that fact available for
NSPM review.
m. For objective test purposes, see Appendix F of this part for
the definitions of ``Near maximum,'' ``Light,'' and ``Medium'' gross
weight.
End QPS Requirements
-----------------------------------------------------------------------
Begin Information
n. In those cases where the objective test results authorize a
``snapshot test'' or a ``series of snapshot tests'' results in lieu
of a time-history result, the sponsor or other data provider must
ensure that a steady state condition exists at the instant of time
captured by the ``snapshot.'' The steady state condition should
exist from 4 seconds prior to, through 1 second following, the
instant of time captured by the snap shot.
o. For references on basic operating weight, see AC 120-27,
``Aircraft Weight and Balance;'' and FAA-H-8083-1, ``Aircraft Weight
and Balance Handbook.''
End Information
[[Page 26509]]
-----------------------------------------------------------------------
Table A2A.--Full Flight Simulator (FFS) Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
QPS Requirements Information
--------------------------------------------------------------------------------------------------------------------------------------------------------
Test Simulator level
--------------------------------------------- Tolerance Flight conditions Test details -------------------- Notes
Entry No. Title A B C D
--------------------------------------------------------------------------------------------------------------------------------------------------------
1. Performance.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a................... Taxi.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1................. Minimum Radius Turn. 3 ft Ground.............. Record both Main and X X X
(0.9m) or 20% of Nose gear turning
airplane turn radius. This test
radius. is to be
accomplished
without the use of
brakes and only
minimum thrust,
except for
airplanes requiring
asymmetric thrust
or braking to turn.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.2................. Rate of Turn vs. 10% or Ground.............. Record a minimum of X X X
Nosewheel Steering 2[deg]/ two speeds, greater
Angle (NWA). sec. turn rate. than minimum
turning radius
speed, with a
spread of at least
5 knots
groundspeed, in
normal taxi speed
conditions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b................... Takeoff. All commonly used
takeoff flap
settings are to be
demonstrated at
least once in the
tests for minimum
unstick (1.b.3.),
normal takeoff
(1.b.4.), critical
engine failure on
takeoff (1.b.5.),
or crosswind
takeoff (1.b.6.).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.1................. Ground Acceleration 5% time Takeoff............. Record acceleration X X X X May be combined with
Time and Distance. and distance or time and distance normal takeoff
5% time for a minimum of (1.b.4.) or
and 200 80% of the time rejected takeoff
ft (61 m) of from brake release (1.b.7.). Plotted
distance. to VR. data should be
Preliminary aircraft shown using
certification data appropriate scales
may be used.. for each portion of
the maneuver.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.2................. Minimum Control 25% of Takeoff............. Engine failure speed X X X X If a Vmcg test is
Speed-ground (Vmcg) maximum airplane must be within not available an
using aerodynamic lateral deviation 1 knot acceptable
controls only (per or 5 ft of airplane engine alternative is a
applicable (1.5 m). failure speed. flight test snap
airworthiness Additionally, for Engine thrust decay engine deceleration
standard) or those simulators of must be that to idle at a speed
alternative low airplanes with resulting from the between V1 and V1 -
speed engine reversible flight mathematical model 10 knots, followed
inoperative test to control systems: for the engine by control of
demonstrate ground Rudder pedal force; variant applicable heading using
control 10% or to the FFS under aerodynamic control
characteristics. 5 lb test. If the only. Recovery
(2.2 daN). modeled engine is should be achieved
not the same as the with the main gear
airplane on the ground. To
manufacturer's ensure only
flight test engine, aerodynamic control
a further test may is used, nosewheel
be run with the steering should be
same initial disabled (i.e.,
conditions using castored) or the
the thrust from the nosewheel held
flight test data as slightly off the
the driving ground.
parameter.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 26510]]
1.b.3................. Minimum Unstick 3 kts Takeoff............. Record main landing X X X X Vmu is defined as
Speed (Vmu) or airspeed 1.5[deg] compression or at which the last
demonstrate early pitch angle. equivalent air/ main landing gear
rotation takeoff ground signal. leaves the ground.
characteristics. Record from 10 kt Main landing gear
before start of strut compression
rotation until at or equivalent air/
least 5 seconds ground signal
after the should be recorded.
occurrence of main If a Vmu test is
gear lift-off. not available,
alternative
acceptable flight
tests are a
constant high-
attitude take-off
run through main
gear lift-off or an
early rotation take-
off.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.4................. Normal Takeoff...... 3 kts Takeoff............. Record takeoff X X X X This test may be
airspeed 1.5[deg] release to at least acceleration time
pitch angle 1.5[deg] ground level (AGL). (1.b.1.). Plotted
angle of attack If the airplane has data should be
20 ft more than one shown using
(6 m) height. certificated appropriate scales
Additionally, for takeoff for each portion of
those simulators of configurations, a the maneuver.
airplanes with different
reversible flight configuration must
control systems: be used for each
Stick/Column Force; weight. Data are
10% or required for a
5 lb takeoff weight at
(2.2 daN). near maximum
takeoff weight with
a mid-center of
gravity and for a
light takeoff
weight with an aft
center of gravity,
as defined in
Appendix F of this
part.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.5................. Critical Engine 3 kts Takeoff............. Record takeoff X X X X
Failure on Takeoff. airspeed 1.5[deg] maximum takeoff
pitch angle, 1.5[deg] to engine failure
angle of attack, to at least 200 ft
20 ft (61 m) AGL. Engine
(6 m) height, 3[deg] be within 3 kts of
2[deg] airplane data.
bank angle, 2[deg]
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 26511]]
1.b.6................. Crosswind Takeoff... 3 kts Takeoff............. Record takeoff X X X X In those situations
airspeed, 1.5[deg] release to at least crosswind or a
pitch angle, 1.5[deg] Requires test data, demonstrated
angle of attack, including crosswind is not
20 ft information on wind known, contact the
(6 m) height, 2[deg] bank crosswind
angle, 2[deg] direct head-wind
sideslip angle; and direct cross-
3[deg] wind components) of
heading angle. at least 60% of the
Correct trend at maximum wind
groundspeeds below measured at 33 ft
40 kts. for rudder/ (10 m) above the
pedal and heading. runway.
Additionally, for
those simulators of
airplanes with
reversible flight
control systems:
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 Takeoff............. Record time and X X X X Autobrakes will be
or 1.5 distance from brake used where
sec 7.5% distance stop. Speed for
or 250 initiation of the
ft (76 reject must be at
m). least 80% of V1
speed. The airplane
must be at or near
the maximum takeoff
gross weight. Use
maximum braking
effort, auto or
manual.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.8................. Dynamic Engine 20% or Takeoff............. Engine failure speed X X For safety
Failure After 2[deg]/ must be within considerations,
Takeoff. sec body angular 3 Kts airplane flight
rates. of airplane data. test may be
Record Hands Off performed out of
from 5 secs. before ground effect at a
to at least 5 secs. safe altitude, but
after engine with correct
failure or 30[deg] airplane
Bank, whichever configuration and
occurs first. airspeed.
Engine failure may
be a snap
deceleration to
idle. CCA: Test in
Normal and Non-
normal control
state.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c................... Climb.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.1................. Normal Climb, all 3 kts Clean............... Flight test data is X X X X
engines operating. airspeed, 5% or 100 FPM (0.5 performance manual
m/Sec.) climb rate. data is an
acceptable
alternative. Record
at nominal climb
speed and mid-
initial climb
altitude. Flight
simulator
performance must be
recorded over an
interval of at
least 1,000 ft.
(300 m).
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 26512]]
1.c.2................. One engine 3 kts For part 23 Flight test data is X X X X
Inoperative. airspeed, 5% or 100 FPM (0.5 part 23. For part performance manual
m/Sec.) climb rate, 25 airplanes, data is an
but not less than Second Segment acceptable
the climb gradient Climb. alternative. Test
requirements of 14 at weight,
CFR part 23 or part altitude, or
25, as appropriate. temperature
limiting
conditions. Record
at nominal climb
speed. Flight
simulator
performance must be
recorded over an
interval of at
least 1,000 ft.
(300 m).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.3................. One Engine 10% Clean............... Record results for X X
Inoperative En time, 10% distance, (1550 m) climb
10% segment. Flight
fuel used. test data or
airplane
performance manual
data may be used.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.4................. One Engine 3 kts Approach............ Record results at X X X X The airplane should
Inoperative airspeed, 5% or 100 FPM (0.5 defined in Appendix ice systems
conditions are m/Sec.) climb rate, F of this part. operating normally,
authorized). but not less than Flight test data or with the gear up
the climb gradient airplane and go-around flaps
requirements of 14 performance manual set. All icing
CFR parts 23 or 25 data may be used. accountability
climb gradient, as Flight simulator considerations
appropriate. performance must be should be applied
recorded over an in accordance with
interval of at the aircraft
least 1,000 ft. certification or
(300 m). authorization for
an approach in
icing conditions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d................... Cruise/Descent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.1................. Level flight 5% Time. Cruise.............. Record results for a X X X X
acceleration. minimum of 50 kts
speed increase
using maximum
continuous thrust
rating or
equivalent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.2................. Level flight 5% Time. Cruise.............. Record results for a X X X X
deceleration. minimum of 50 kts.
speed decrease
using idle power.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.3................. Cruise performance.. 0.05 EPR Cruise.............. May be a single X X
or 5% snapshot showing
of N1, or 5% of Torque, flow or a minimum
5% of of 2 consecutive
fuel flow. snapshots with a
spread of at least
3 minutes in steady
flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.4................. Idle descent........ 3 kt Clean............... Record a stabilized, X X X X
airspeed, 5% or 200 ft/min speed at mid-
(1.0m/sec) descent altitude. Flight
rate. simulator
performance must be
recorded over an
interval of at
least 1,000 ft.
(300 m).
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 26513]]
1.d.5................. Emergency descent... 5 kt N/A................. Performance must be X X X X The stabilized
airspeed, 5% or 300 ft/min least 3,000 ft (900 speed brakes
(1.5m/s) descent m). extended, if
rate. applicable, at mid-
altitude and near
Vmo speed or in
accordance with
emergency descent
procedures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e................... Stopping.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.1................. Stopping time and 5% of Landing............. Record time and X X X X
distance, using time. For distance distance for at
manual application up to 4000 ft (1220 least 80% of the
of wheel brakes and m): 200 total time from
no reverse thrust ft (61 m) or 10%, stop. Data is
whichever is required for
smaller. For weights at medium
distance greater and near maximum
than 4000 ft (1220 landing weights.
m): 5% Data for brake
of distance. system pressure and
position of ground
spoilers (including
method of
deployment, if
used) must be
provided.
Engineering data
may be used for the
medium gross weight
condition.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.2................. Stopping time and 5% time Landing............. Record time and X X X X
distance, using and the smaller of distance for at
reverse thrust and 10% or least 80% of the
no wheel brakes on 200 ft total time from
a dry runway. (61 m) of distance. initiation of
reverse thrust to
the minimum
operating speed
with full reverse
thrust. Data is
required for medium
and near maximum
landing gross
weights. Data on
the position of
ground spoilers,
(including method
of deployment, if
used) must be
provided.
Engineering data
may be used for the
medium gross weight
condition.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.3................. Stopping distance, 10% of Landing............. Either flight test X X
using wheel brakes distance or 200 ft (61 m). manufacturer's
thrust on a wet performance manual
runway. data must be used
where available.
Engineering data
based on dry runway
flight test
stopping distance
modified by the
effects of
contaminated runway
braking
coefficients are an
acceptable
alternative.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 26514]]
1.e.4................. Stopping distance, 10% of Landing............. Either flight test X X
using wheel brakes distance or 200 ft (61 m). performance manual
thrust on an icy data must be used,
runway. where available.
Engineering data
based on dry runway
flight test
stopping distance
modified by the
effects of
contaminated runway
braking
coefficients are an
acceptable
alternative.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f................... Engines.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f.1................. Acceleration........ (10% Tt) Approach or landing. Record engine power X X X X See Appendix F of
and (10% Ti, or Torque) from flight definitions of Ti
0.25 idle to go-around and Tt.
sec.). power for a rapid
(slam) throttle
movement.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f.2................. Deceleration........ (10% Tt) Ground.............. Record engine power X X X X See Appendix F of
and (10% Ti, or Torque) from Max T/ definitions of Ti
0.25 O power to 90% and Tt.
sec.). decay of Max T/O
power for a rapid
(slam) throttle
movement.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2. Handling Qualities.
--------------------------------------------------------------------------------------------------------------------------------------------------------
For simulators requiring Static or Dynamic tests at the controls (i.e., column, wheel, Contact the NSPM for
rudder pedal), special test fixtures will not be required during initial or upgrade clarification of
evaluations if the sponsor's QTG/MQTG shows both test fixture results and the results any issue regarding
of an alternative approach, such as computer plots produced concurrently, that airplanes with
provide satisfactory agreement. Repeat of the alternative method during the initial reversible
or upgrade evaluation satisfies this test requirement. For initial and upgrade controls.
evaluations, the control dynamic characteristics must be measured at and recorded
directly from the flight deck controls, and must be accomplished in takeoff, cruise,
and landing flight conditions and configurations. Testing of position versus force is
not applicable if forces are generated solely by use of airplane hardware in the FFS.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a................... Static Control Tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1.a............... Pitch Controller 2 lb Ground.............. Record results for X X X X Test results should
Position vs. Force (0.9 daN) breakout, an uninterrupted be validated (where
and Surface 10% or control sweep to possible) with in-
Position 5 lb the stops. flight data from
Calibration. (2.2 daN) force, tests such as
2[deg] longitudinal static
elevator. stability or
stalls. Static and
dynamic flight
control tests
should be
accomplished at the
same feel or impact
pressures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1.b............... (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.2.a............... Roll Controller 2 lb Ground.............. Record results for X X X X Test results should
Position vs. Force (0.9 daN) breakout, an uninterrupted be validated with
and Surface 10% or control sweep to in-flight data from
Position 3 lb the stops. tests such as
Calibration. (1.3 daN) force, engine out trims,
2[deg] or steady state
aileron, 3[deg] and dynamic flight
spoiler angle. control tests
should be
accomplished at the
same feel or impact
pressures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.2.b............... (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 26515]]
2.a.3.a............... Rudder Pedal 5 lb Ground.............. Record results for X X X X Test results should
Position vs. Force (2.2 daN) breakout, an uninterrupted be validated with
and Surface 10% or control sweep to in-flight data from
Position 5 lb the stops. tests such as
Calibration. (2.2 daN) force, engine out trims,
2[deg] or steady state
rudder angle. sideslips. Static
and dynamic flight
control tests
should be
accomplished at the
same feel or impact
pressures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.3.b............... (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.4................. Nosewheel Steering 2 lb Ground.............. Record results of an X X X X
Controller Force (0.9 daN) breakout, uninterrupted
and Position 10% or control sweep to
Calibration. 3 lb the stops.
(1.3 daN) force,
2[deg]
nosewheel angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.5................. Rudder Pedal 2[deg] Ground.............. Record results of an X X X X
Steering nosewheel angle. uninterrupted
Calibration. control sweep to
the stops.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.6................. Pitch Trim Indicator 0.5[deg] Ground.............. X X X X The purpose of the
vs. Surface of computed trim test is to compare
Position surface angle. FFS against design
Calibration. data or equivalent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.7................. Pitch Trim Rate..... 10% trim Ground and approach. The trim rate must X X X X
rate ([deg]/sec). be checked using
the pilot primary
trim (ground) and
using the autopilot
or pilot primary
trim in flight at
go-around flight
conditions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.8................. Alignment of Flight 5[deg] Ground.............. Requires X X X X
Deck Throttle Lever of throttle lever simultaneous
vs. Selected Engine angle, or 3% N1, or engines. The
.03 tolerances apply
EPR, or 3% maximum data and between
rated manifold engines. In the
pressure, or 3% torque. powered airplanes,
For propeller- if a propeller
driven airplanes lever is present,
where the propeller it must also be
control levers do checked. For
not have angular airplanes with
travel, a tolerance throttle
of 0.8 ``detents,'' all
inch (2 detents must be
cm.) applies. presented. May be a
series of snapshot
test results.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.9................. Brake Pedal Position 5 lb Ground.............. Hydraulic system X X X X FFS computer output
vs. Force and Brake (2.2 daN) or 10% pressure must be results may be used
System Pressure force, 150 psi (1.0 position through a
MPa) or 10% brake
system pressure.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b................... Dynamic Control Tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
Tests 2.b.1., 2.b.2., and 2.b.3. are not applicable if dynamic response is generated ... ... ... ...
solely by use of airplane hardware in the FFS. Power setting is that required for
level flight unless otherwise specified.
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 26516]]
2.b.1................. Pitch Control....... For underdamped Takeoff, Cruise, and Data must show X X ``n'' is the
systems: 10% of time displacement in of a full cycle of
from 90% of initial both directions. oscillation. Refer
displacement (0.9 Tolerances apply to paragraph 4 of
Ad) to first zero against the this attachment for
crossing and 10 (n+1)% of each period Static and dynamic
period thereafter. (considered flight control
10% independently). tests should be
amplitude of first Normal control accomplished at the
overshoot applied displacement for same feel or impact
to all overshoots this test is 25% to pressures.
greater than 5% of 50% of full throw
initial or 25% to 50% of
displacement (.05 the maximum
Ad). 1 allowable pitch
overshoot (first controller
significant deflection for
overshoot must be flight conditions
matched). For limited by the
overdamped systems: maneuvering load
10% of envelope.
time from 90% of
initial
displacement (0.9
Ad) to 10% of
initial
displacement (0.1
Ad). For the
alternate method
see paragraph 4 of
this attachment.
The slow sweep is
the equivalent to
the static test
2.a.1. For the
moderate and rapid
sweeps: 2 lb (0.9
daN) or 10% dynamic
increment above the
static force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.2................. Roll Control........ For underdamped Takeoff, Cruise, and Data must show X X ``n'' is the
systems: 10% of time displacement in of a full cycle of
from 90% of initial both directions. oscillation. Refer
displacement (0.9 Tolerance applies to paragraph 4 of
Ad) to first zero against the this attachment for
crossing, and 10 (n+1)% of each period Static and dynamic
period thereafter. (considered flight control
10% independently). tests should be
amplitude of first Normal control accomplished at the
overshoot, applied displacement for same feel or impact
to all overshoots this test is 25% to pressures.
greater than 5% of 50% of the maximum
initial allowable roll
displacement (.05 controller
Ad), 1 deflection for
overshoot (first flight conditions
significant limited by the
overshoot must be maneuvering load
matched). For envelope.
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 26517]]
2.b.3................. Yaw Control......... For underdamped Takeoff, Cruise, and Data must show X X ``n'' is the
systems: 10% of time displacement in of a full cycle of
from 90% of initial both directions. oscillation. Refer
displacement (0.9 Tolerance applies to paragraph 4 of
Ad) to first zero against the this attachment for
crossing, and 10 (n+1)% of each period Static and dynamic
period thereafter. (considered flight control
10% independently). tests should be
amplitude of first Normal control accomplished at the
overshoot applied displacement for same feel or impact
to all overshoots this test is 25% to pressures.
greater than 5% of 50% of the maximum
initial allowable yaw
displacement (.05 controller
Ad). 1 deflection for
overshoot (first flight conditions
significant limited by the
overshoot must be maneuvering load
matched). For envelope.
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 0.15[deg]/sec be typical of minor
body pitch rate or corrections made
20% of while established
peak body pitch on an ILS approach
rate applied course, using from
throughout the time 0.5[deg]/sec to
history. 2[deg]/sec pitch
rate. The test must
be in both
directions, showing
time history data
from 5 seconds
before until at
least 5 seconds
after initiation of
control input.
CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 26518]]
2.b.5................. Small Control 0.15[deg]/sec be typical of minor
body roll rate or corrections made
20% of while established
peak body roll rate on an ILS approach
applied throughout course, using from
the time history. 0.5[deg]/sec to
2[deg]/sec roll
rate. The test may
be run in only one
direction; however,
for airplanes that
exhibit non-
symmetrical
behavior, the test
must include both
directions. Time
history data must
be recorded from 5
seconds before
until at least 5
seconds after
initiation of
control input.
CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.6................. Small Control 0.15[deg]/sec be typical of minor
body yaw rate or corrections made
20% of while established
peak body yaw rate on an ILS approach
applied throughout course, using from
the time history. 0.5[deg]/sec to
2[deg]/sec yaw
rate. The test may
be run in only one
direction; however,
for airplanes that
exhibit non-
symmetrical
behavior, the test
must include both
directions. Time
history data must
be recorded from 5
seconds before
until at least 5
seconds after
initiation of
control input.
CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c................... Longitudinal Control Tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
Power setting is that required for level flight unless otherwise specified.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.1................. Power Change 3 kt Approach............ Power is changed X X X X
Dynamics. airspeed, 100 ft (30 m) setting required
altitude, 20% or 1.5[deg] maximum continuous
pitch angle. thrust or go-around
power setting.
Record the
uncontrolled free
response from at
least 5 seconds
before the power
change is initiated
to 15 seconds after
the power change is
completed.
CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 26519]]
2.c.2................. Flap/Slat Change 3 kt Takeoff through Record the X X X X
Dynamics. airspeed, 100 ft (30 m) retraction, and response from at
altitude, 20% or 1.5[deg] configuration
pitch angle. change is initiated
to 15 seconds after
the configuration
change is completed.
CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3................. Spoiler/Speedbrake 3 kt Cruise.............. Record the X X X X
Change Dynamics. airspeed, 100 ft (30 m) response from at
altitude, 20% or 1.5[deg] configuration
pitch angle. change is initiated
to 15 seconds after
the configuration
change is
completed. Record
results for both
extension and
retraction.
CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.4................. Gear Change Dynamics 3 kt Takeoff Record the time X X X X
airspeed, 100 ft (30 m) Approach uncontrolled free
altitude, 20% or 1.5[deg] least 5 seconds
pitch angle. before the
configuration
change is initiated
to 15 seconds after
the configuration
change is completed.
CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.5................. Longitudinal Trim... 0.5[deg] Cruise, Approach, Record steady-state X X X X
trim surface angle, and Landing. condition with
1[deg] wings level and
elevator, 1[deg] pitch level flight. May
angle, 5% net thrust snapshot tests.
or equivalent. CCA: Test in normal
or non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 26520]]
2.c.6................. Longitudinal 5 lb Cruise, Approach, Continuous time X X X X
Maneuvering (2.2 and Landing. history data or a
Stability (Stick daN) or 10% pitch tests may be used.
controller force. Record results up
Alternative method: to 30[deg] of bank
1[deg] for approach and
or 10% landing
change of elevator. configurations.
Record results for
up to 45[deg] of
bank for the cruise
configuration. The
force tolerance is
not applicable if
forces are
generated solely by
the use of airplane
hardware in the
FFS. The
alternative method
applies to
airplanes that do
not exhibit ``stick-
force-per-g''
characteristics.
CCA: Test in normal
and non-normal
control states.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.7................. Longitudinal Static 5 lb Approach............ Record results for X X X X
Stability. (2.2 at least 2 speeds
daN) or 10% pitch below trim speed.
controller force. May be a series of
Alternative method: snapshot test
1[deg] results. The force
or 10% tolerance is not
change of elevator. applicable if
forces are
generated solely by
the use of airplane
hardware in the
FFS. The
alternative method
applies to
airplanes that do
not exhibit speed
stability
characteristics.
CCA: Test in normal
or non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.8................. Stall 3 kt Second Segment The stall maneuver X X X X
Characteristics. airspeed for Climb, and Approach must be entered
initial buffet, or Landing. with thrust at or
stall warning, and near idle power and
stall speeds. 2[deg] bank Record the stall
for speeds greater warning signal and
than stick shaker initial buffet, if
or initial buffet. applicable. Time
Additionally, for history data must
those simulators be recorded for
with reversible full stall and
flight control initiation of
systems: 10% or 5 lb (2.2 occur in the proper
daN) Stick/Column relation to buffet/
force (prior to ``g stall. FFSs of
break'' only). airplanes
exhibiting a sudden
pitch attitude
change or ``g
break'' must
demonstrate this
characteristic.
CCA: Test in normal
and non-normal
control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 26521]]
2.c.9................. Phugoid Dynamics.... 10% Cruise.............. The test must X X X X
period, 10% of time is less of the
to \1/2\ or double following: Three
amplitude or .02 of overshoots after
damping ratio. the input is
completed), or the
number of cycles
sufficient to
determine time to
\1/2\ or double
amplitude.
CCA: Test in Non-
normal control
states.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.10................ Short Period 1.5[deg] Cruise.............. CCA: Test in Normal X X X X
Dynamics.. pitch angle or and Non-normal
2[deg]/ control states.
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 Takeoff or Landing Takeoff thrust must X X X X Low Speed Engine
Speed, Air (Vmca or airspeed. (whichever is most be used on the Inoperative
Vmcl), per critical in the operating Handling may be
Applicable airplane). engine(s). A time governed by a
Airworthiness history or a series performance or
Standard or Low of snapshot tests control limit that
Speed Engine may be used. prevents
Inoperative CCA: Test in Normal demonstration of
Handling or Non-normal Vmca or Vmcl in the
Characteristics in control state.. conventional
the Air. manner.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.2................. Roll Response 10% or Cruise, and Approach Record results for X X X X
(Rate).. 2[deg]/ or Landing. normal roll
sec roll rate. controller
Additionally, for deflection (about
those simulators of one-third of
airplanes with maximum roll
reversible flight controller travel).
control systems: May be combined
10% or with step input of
3 lb flight deck roll
(1.3 daN) wheel controller test
force. (2.d.3.).
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3................. Roll Response to 10% or Approach or Landing. Record from X X X X With wings level,
Flight Deck Roll 2[deg] initiation of roll apply a step roll
Controller Step bank angle. through 10 seconds control input using
Input. after control is approximately one-
returned to neutral third of the roll
and released. May controller travel.
be combined with When reaching
roll response approximately
(rate) test (2.d.2). 20[deg] to 30[deg]
CCA: Test in Normal of bank, abruptly
and Non-normal return the roll
control states. controller to
neutral and allow
approximately 10
seconds of airplane
free response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.4................. Spiral Stability.... Correct trend and Cruise, and Approach Record results for X X X X
2[deg] or Landing. both directions.
or 10% Airplane data
bank angle in 20 averaged from
seconds. Alternate multiple tests may
test requires be used. As an
correct trend and alternate test,
2[deg] demonstrate the
aileron. lateral control
required to
maintain a steady
turn with a bank
angle of 28[deg] to
32[deg].
CCA: Test in Non-
normal control
state.
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[[Page 26522]]
2.d.5................. Engine Inoperative 1[deg] Second Segment May be a series of X X X X The test should be
Trim. rudder angle or Climb, and Approach snapshot tests. performed in a
1[deg] or Landing. manner similar to
tab angle or that for which a
equivalent pedal, pilot is trained to
2[deg] trim an engine
sideslip angle. failure condition.
Second segment
climb test should
be at takeoff
thrust. Approach or
landing test should
be at thrust for
level flight.
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2.d.6................. Rudder Response..... 2[deg]/ Approach or Landing. Record results for X X X X
sec or 10% yaw rate. augmentation system
ON and OFF. A
rudder step input
of 20%-30% rudder
pedal throw is used.
CCA: Test in Normal
and Non-normal
control states.
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2.d.7................. Dutch Roll, (Yaw 0.5 sec Cruise, and Approach Record results for X X X
Damper OFF). or 10% or Landing. at least 6 complete
of period, 10% of time stability
to \1/2\ or double augmentation OFF.
amplitude or .02 of normal control
damping ratio. state..
20% or
1 sec
of time difference
between peaks of
bank and sideslip.
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2.d.8................. Steady State For given rudder Approach or Landing. Use at least two X X X X
Sideslip. position 2[deg] bank one of which must
angle, 1[deg] allowable rudder.
sideslip angle, Propeller driven
10% or airplanes must test
2[deg] in each direction.
aileron, 10% or 5[deg] results.
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.
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2.e................... Landings.
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2.e.1................. Normal Landing...... 3 kt Landing............. Record results from X X X Tests should be
airspeed, 1.5[deg] (61 m) AGL to normal landing flap
pitch angle, 1.5[deg] CCA: Test in Normal applicable). One
angle of attack, and Non-normal should be at or