title-14-part-60

SUBCHAPTER D—AIRMEN

PART 60—FLIGHT SIMULATION

TRAINING DEVICE INITIAL AND
CONTINUING QUALIFICATION
AND USE

Sec.
60.1

Applicability.

60.2

Applicability of sponsor rules to per-

sons who are not sponsors and who are
engaged in certain unauthorized activi-
ties.

60.3

Definitions.

60.4

Qualification Performance Standards.

60.5

Quality management system.

60.7

Sponsor qualification requirements.

60.9

Additional responsibilities of the spon-

sor.

60.11

FSTD use.

60.13

FSTD objective data requirements.

60.14

Special equipment and personnel re-

quirements for qualification of the
FSTD.

60.15

Initial qualification requirements.

60.16

Additional qualifications for a cur-

rently qualified FSTD.

60.17

Previously qualified FSTDs.

60.19

Inspection, continuing qualification

evaluation, and maintenance require-
ments.

60.20

Logging FSTD discrepancies.

60.21

Interim qualification of FSTDs for

new aircraft types or models.

60.23

Modifications to FSTDs.

60.25

Operation with missing, malfunc-

tioning, or inoperative components.

60.27

Automatic loss of qualification and

procedures for restoration of qualifica-
tion.

60.29

Other losses of qualification and pro-

cedures for restoration of qualification.

60.31

Recordkeeping and reporting.

60.33

Applications, logbooks, reports, and

records: Fraud, falsification, or incorrect
statements.

60.35

Specific full flight simulator compli-

ance requirements.

60.37

FSTD qualification on the basis of a

Bilateral Aviation Safety Agreement
(BASA).

PPENDIX

ART

60—Q

UALIFICATION

FORMANCE

TANDARDS

FOR

IRPLANE

ULL

LIGHT

IMULATORS

PPENDIX

ART

60—Q

UALIFICATION

FORMANCE

TANDARDS

FOR

IRPLANE

LIGHT

RAINING

EVICES

PPENDIX

ART

60—Q

UALIFICATION

FORMANCE

TANDARDS

FOR

ELICOPTER

ULL

LIGHT

IMULATORS

PPENDIX

ART

60—Q

UALIFICATION

FORMANCE

TANDARDS

FOR

ELICOPTER

LIGHT

RAINING

EVICES

PPENDIX

ART

60—Q

UALIFICATION

FORMANCE

TANDARDS FOR

UALITY

AGEMENT

YSTEMS FOR

LIGHT

IMULA

TION

RAINING

EVICES

PPENDIX

ART

60—D

EFINITIONS AND

BREVIATIONS

FOR

LIGHT

IMULATION

RAINING

EVICES

UTHORITY

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

and 44701; Pub. L. 111–216, 124 Stat. 2348 (49
U.S.C. 44701 note)

OURCE

: Docket No. FAA–2002–12461, 71 FR

63426, Oct. 30, 2006, unless otherwise noted.

§ 60.1

Applicability.

(a) This part prescribes the rules gov-

erning the initial and continuing quali-
fication and use of all aircraft flight
simulation training devices (FSTD)
used for meeting training, evaluation,
or flight experience requirements of
this chapter for flight crewmember cer-
tification or qualification.

(b) The rules of this part apply to

each person using or applying to use an
FSTD to meet any requirement of this
chapter.

ing falsification of applications,
records, or reports also apply to each
person who uses an FSTD for training,
evaluation, or obtaining flight experi-
ence required for flight crewmember
certification or qualification under
this chapter.

§ 60.2

Applicability of sponsor rules to

persons who are not sponsors and
who are engaged in certain unau-
thorized activities.

(a) The rules of this part that are di-

rected to a sponsor of an FSTD also
apply to any person who uses or causes
the use of an FSTD when—

(1) That person knows that the FSTD

does not have an FAA-approved spon-
sor; and

(2) The use of the FSTD by that per-

son is nonetheless claimed for purposes
of meeting any requirement of this
chapter or that person knows or should
have known that the person’s acts or
omissions would cause another person
to mistakenly credit use of the FSTD
for purposes of meeting any require-
ment of this chapter.

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§ 60.3

(b) A situation in which paragraph

(a) of this section would not apply to a
person would be when each of the fol-
lowing conditions are met:

(1) The person sold or leased the

FSTD and merely represented to the
purchaser or lessee that the FSTD is in
a condition in which it should be able
to obtain FAA approval and qualifica-
tion under this part;

(2) The person does not falsely claim

to be the FAA-approved sponsor for the
FSTD;

(3) The person does not falsely make

representations that someone else is
the FAA-approved sponsor of the FSTD
at a time when that other person is not
the FAA-approved sponsor of the
FSTD; and

(4) The person’s acts or omissions do

not cause another person to detrimen-
tally rely on such acts or omissions for
the mistaken conclusion that the
FSTD is FAA-approved and qualified
under this part at the time the FSTD
is sold or leased.

§ 60.3

Definitions.

In addition to the definitions in part

1 of this chapter, other terms and defi-
nitions applicable to this part are
found in appendix F of this part.

§ 60.4

Qualification Performance

Standards.

The Qualification Performance

Standards (QPS) are published in ap-
pendices to this part as follows:

(a) Appendix A contains the QPS for

Airplane Flight Simulators.

(b) Appendix B contains the QPS for

Airplane Flight Training Devices.

Helicopter Flight Simulators.

(d) Appendix D contains the QPS for

Helicopter Flight Training Devices.

(e) Appendix E contains the QPS for

Quality Management Systems for
FSTDs.

(f) Appendix F contains the QPS for

Definitions and Abbreviations for
FSTDs.

§ 60.5

Quality management system.

(a) After May 30, 2010, no sponsor

may use or allow the use of or offer the
use of an FSTD for flight crewmember
training or evaluation or for obtaining
flight experience to meet any require-

ment of this chapter unless the sponsor
has established and follows a quality
management system (QMS), currently
approved by the responsible Flight
Standards office, for the continuing
surveillance and analysis of the spon-
sor’s performance and effectiveness in
providing a satisfactory FSTD for use
on a regular basis as described in QPS
appendix E of this part.

(b) The QMS program must provide a

process for identifying deficiencies in
the program and for documenting how
the program will be changed to address
these deficiencies.

Standards office finds that the QMS
program does not adequately address
the procedures necessary to meet the
requirements of this part, the sponsor
must, after notification by the respon-
sible Flight Standards office, change
the program so the procedures meet
the requirements of this part. Each
such change must be approved by the
responsible Flight Standards office
prior to implementation.

(d) Within 30 days after the sponsor

receives a notice described in para-
graph (c) of this section, the sponsor
may file a petition with the Executive
Director of Flight Standards Service
(the Executive Director) for reconsider-
ation of the responsible Flight Stand-
ards office finding. The sponsor must
address its petition to the Executive
Director, Flight Standards Service,
Federal Aviation Administration, 800
Independence Ave., SW., Washington,
DC 20591. The filing of such a petition
to reconsider stays the notice pending
a decision by the Executive Director.
However, if the Executive Director
finds that there is a situation that re-
quires immediate action in the interest
of safety in air commerce, he may,
upon a statement of the reasons, re-
quire a change effective without stay.

[Doc. No. FAA–2002–12461, 71 FR 63426, Oct.
30, 2006; Amdt. 60–2, 72 FR 59599, Oct. 22, 2007,
as amended by Docket FAA–2018–0119, Amdt.
60–5, 83 FR 9170, Mar. 5, 2018; Docket No.
FAA–2022–1355; Amdt. No. 60–7, 87 FR 75711,
Dec. 9, 2022]

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§ 60.7

Sponsor qualification require-

ments.

(a) A person is eligible to apply to be

a sponsor of an FSTD if the following
conditions are met:

(1) The person holds, or is an appli-

cant for, a certificate under part 119,
141, or 142 of this chapter; or holds, or
is an applicant for, an approved flight
engineer course in accordance with
part 63 of this chapter.

(2) The FSTD will be used, or will be

offered for use, in the sponsor’s FAA-
approved flight training program for
the aircraft being simulated as evi-
denced in a request for evaluation sub-
mitted to the responsible Flight Stand-
ards office.

(b) A person is a sponsor if the fol-

lowing conditions are met:

(1) The person is a certificate holder

under part 119, 141, or 142 of this chap-
ter or has an approved flight engineer
course in accordance with part 63 of
this chapter.

(2) The person has—
(i) Operations specifications author-

izing the use of the specific aircraft or
set of aircraft and has an FAA-ap-
proved training program under which
at least one FSTD, simulating the air-
craft or set of aircraft and for which
the person is the sponsor, is used by
the sponsor as described in paragraphs
(b)(5) or (b)(6) of this section; or

(ii) Training specifications or an

FAA-approved course of training under
which at least one FSTD, simulating
that aircraft or set of aircraft and for
which the person is the sponsor, is used
by the sponsor as described in para-
graphs (b)(5) or (b)(6) of this section.

(3) The person has a quality manage-

ment system currently approved by the
responsible Flight Standards office in
accordance with § 60.5.

(4) The responsible Flight Standards

office has accepted the person as the
sponsor of the FSTD and that accept-
ance has not been withdrawn by the
FAA.

(5) At least one FSTD (as referenced

in paragraph (b)(2)(i) or (b)(2)(ii) of this
section) that is initially qualified on or
after May 30, 2008, is used within the
sponsor’s FAA-approved flight training
program for the aircraft or set of air-
craft at least once within the 12-month
period following the initial/upgrade

evaluation, and at least once within
each subsequent 12-month period there-
after.

(6) At least one FSTD (as referenced

in paragraph (b)(2)(i) or (b)(2)(ii) of this
section) that was qualified before May
30, 2008, is used within the sponsor’s
FAA-approved flight training program
for the aircraft or set of aircraft at
least once within the 12-month period
following the first continuing quali-
fication evaluation conducted by the
responsible Flight Standards office
after May 30, 2008 and at least once
within each subsequent 12-month pe-
riod thereafter.

graphs (b)(2) and either (b)(5) or (b)(6)
of this section are not met, the person
will forfeit the right to sponsor that
FSTD and that person will not be eligi-
ble to apply to sponsor that FSTD for
at least 12 calendar months following
the expiration of the qualification sta-
tus.

(d) In addition to the FSTD described

in paragraph (b) of this section, an
FSTD sponsor may sponsor any num-
ber of other FSTDs regardless of spe-
cific aircraft or set of aircraft provided
either—

(1) During the preceding 12-month pe-

riod, all of the other FSTDs are used
within the sponsor’s or another certifi-
cate holder’s FAA-approved flight
training program for the aircraft or set
of aircraft simulated; or

(2) The sponsor obtains a written

statement at least annually from a
qualified pilot who has flown the air-
craft or set of aircraft (as appropriate)
during the preceding 12-month period
stating that the subject FSTD’s per-
formance and handling qualities, with-
in the normal operating envelope, rep-
resent the aircraft or set of aircraft de-
scribed in the FAA Type Certificate
and the type data sheet, if appropriate.
The sponsor must retain the two most
current written statements for review
by the responsible Flight Standards of-
fice.

[Doc. No. FAA–2002–12461, 71 FR 63426, Oct.
30, 2006; Amdt. 60–2, 72 FR 59599, Oct. 22, 2007,
as amended by Docket No. FAA–2022–1355,
Amdt. No. 60–7, 87 FR 75711, Dec. 9, 2022]

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§ 60.9

Additional responsibilities of the

sponsor.

(a) The sponsor must allow the re-

sponsible Flight Standards office upon
request to inspect the FSTD as soon as
practicable. This inspection may in-
clude all records and documents relat-
ing to the FSTD, to determine its com-
pliance with this part.

(b) The sponsor must do the following

for each FSTD:

(1) Establish a mechanism to receive

written comments regarding the FSTD
and its operation in accordance with
the QPS appendix E of this part.

(2) Post in or adjacent to the FSTD

the Statement of Qualification issued
by the responsible Flight Standards of-
fice. An electronic copy of the State-
ment of Qualification that may be
accessed by an appropriate terminal or
display in or adjacent to the FSTD is
satisfactory.

identify to the responsible Flight
Standards office by name, one indi-
vidual to be the management rep-
resentative (MR).

(1) One person may serve as an MR

for more than one FSTD, but one
FSTD must not have more than one
person serving in this capacity.

(2) Each MR must be an employee of

the sponsor with the responsibility and
authority to—

(i) Monitor the on-going qualification

of assigned FSTDs to ensure that all
matters regarding FSTD qualification
are being carried out as provided for in
this part;

(ii) Ensure that the QMS is properly

established, implemented, and main-
tained by overseeing the structure (and
modifying where necessary) of the QMS
policies, practices, and procedures; and

(iii) Regularly brief sponsor’s man-

agement on the status of the on-going
FSTD qualification program and the
effectiveness and efficiency of the
QMS.

(3) The MR serves as the primary

contact point for all matters between
the sponsor and the responsible Flight
Standards office regarding the quali-
fication of that FSTD as provided for
in this part.

(4) The MR may delegate the duties

described in paragraph (c)(2) and (c)(3)

of this section to an individual at each
of the sponsor’s locations.

[Docket No. FAA–2002–12461, 71 FR 63426, Oct.
30, 2006, as amended by Docket No. FAA–
2022–1355, Amdt. No. 60–7, 87 FR 75711, Dec. 9,
2022]

§ 60.11

FSTD use.

No person may use or allow the use

of or offer the use of an FSTD for flight
crewmember training or evaluation or
for obtaining flight experience to meet
any of the requirements under this
chapter unless, in accordance with the
QPS for the specific device, the FSTD
meets all of the following:

(a) Has a single sponsor who is quali-

fied under § 60.7. The sponsor may ar-
range with another person for services
of document preparation and presen-
tation, as well as FSTD inspection,
maintenance, repair, and servicing;
however, the sponsor remains respon-
sible for ensuring that these functions
are conducted in a manner and with a
result of continually meeting the re-
quirements of this part.

(b) Is qualified as described in the

Statement of Qualification.

factory inspection, continuing quali-
fication evaluations, appropriate main-
tenance, and use requirements in ac-
cordance with this part and the appli-
cable QPS.

(d) Functions during day-to-day

training, evaluation, or flight experi-
ence activities with the software and
hardware that was evaluated as satis-
factory by the responsible Flight
Standards office and, if modified, modi-
fied only in accordance with the provi-
sions of this part. However, this sec-
tion does not apply to routine software
or hardware changes that do not fall
under the requirements of § 60.23.

(e) Is operated in accordance with the

provisions and limitations of § 60.25.

[Docket No. FAA–2002–12461, 71 FR 63426, Oct.
30, 2006, as amended by Docket No. FAA–
2022–1355, Amdt. No. 60–7, 87 FR 75711, Dec. 9,
2022]

§ 60.13

FSTD objective data require-

ments.

(a) Except as provided in paragraph

(b) and (c) of this section, for the pur-
poses of validating FSTD performance

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§ 60.15

and handling qualities during evalua-
tion for qualification, the data made
available to the responsible Flight
Standards office (the validation data
package) must include the aircraft
manufacturer’s flight test data and all
relevant data developed after the type
certificate was issued (

e.g., data devel-

oped in response to an airworthiness
directive) if such data results from a
change in performance, handling quali-
ties, functions, or other characteristics
of the aircraft that must be considered
for flight crewmember training, eval-
uation, or for meeting experience re-
quirements of this chapter.

(b) The validation data package may

contain flight test data from a source
in addition to or independent of the
aircraft manufacturer’s data in support
of an FSTD qualification, but only if
this data is gathered and developed by
that source in accordance with flight
test methods, including a flight test
plan, as described in the applicable
QPS.

also contain predicted data, engineer-
ing simulation data, data from pilot
owner or pilot operating manuals, or
data from public domain sources, pro-
vided this data is acceptable to the re-
sponsible Flight Standards office. If
found acceptable the data may then be
used in particular applications for
FSTD qualification.

(d) Data or other material or ele-

ments must be submitted in a form and
manner acceptable to the responsible
Flight Standards office.

(e) The responsible Flight Standards

office may require additional objective
data, which may include flight testing
if necessary, if the validation data
package does not support FSTD quali-
fication requirements as described in
this part and the applicable QPS ap-
pendix.

(f) When an FSTD sponsor learns, or

is advised by an aircraft manufacturer
or other data provider, that an addi-
tion to, an amendment to, or a revision
of data that may relate to FSTD per-
formance or handling characteristics is
available, the sponsor must notify the

responsible Flight Standards office as
described in the applicable QPS.

[Docket No. FAA–2002–12461, 71 FR 63426, Oct.
30, 2006, as amended by Docket No. FAA–
2022–1355, Amdt. No. 60–7, 87 FR 75711, Dec. 9,
2022]

§ 60.14

Special equipment and per-

sonnel requirements for qualifica-
tion of the FSTD.

When notified by the responsible

Flight Standards office, the sponsor
must make available all special equip-
ment and qualified personnel needed to
accomplish or assist in the accomplish-
ment of tests during initial qualifica-
tion, continuing qualification, or spe-
cial evaluations.

[Docket No. FAA–2002–12461, 71 FR 63426, Oct.
30, 2006, as amended by Docket No. FAA–
2022–1355, Amdt. No. 60–7, 87 FR 75711, Dec. 9,
2022]

§ 60.15

Initial qualification require-

ments.

(a) For each FSTD, the sponsor must

submit a request to the responsible
Flight Standards office to evaluate the
FSTD for initial qualification at a spe-
cific level and simultaneously request
the Training Program Approval Au-
thority (TPAA) forward a concurring
letter to the responsible Flight Stand-
ards office. The request must be sub-
mitted in the form and manner de-
scribed in the applicable QPS.

(b) The management representative

described in § 60.9(c) must sign a state-
ment (electronic signature is accept-
able for electronic transmissions) after
confirming the following:

(1) The performance and handling

qualities of the FSTD represent those
of the aircraft or set of aircraft within
the normal operating envelope. This
determination must be made by a
pilot(s) meeting the requirements of
paragraph (d) of this section after hav-
ing flown all of the Operations Tasks
listed in the applicable QPS appendix
relevant to the qualification level of
the FSTD. Exceptions, if any, must be
noted. The name of the person(s) mak-
ing this determination must be avail-
able to the responsible Flight Stand-
ards office upon request.

(2) The FSTD systems and sub-sys-

tems (including the simulated aircraft
systems) functionally represent those

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14 CFR Ch. I (1–1–24 Edition)

§ 60.15

in the aircraft or set of aircraft. This
determination must be made by the
pilot(s) described in paragraph (b)(1) of
this section, or by a person(s) trained
on simulator systems/sub-systems and
trained on the operation of the simu-
lated aircraft systems, after having ex-
ercised the operation of the FSTD and
the pertinent functions available
through the Instructor Operating Sta-
tion(s). Exceptions, if any, must be
noted. The name of the person(s) mak-
ing this determination must be avail-
able to the responsible Flight Stand-
ards office upon request.

(3) The cockpit represents the con-

figuration of the specific type; or air-
craft make, model, and series aircraft
being simulated, as appropriate. This
determination must be made by the
pilot(s) described in paragraph (b)(1) of
this section, or by a person(s) trained
on the configuration and operation of
the aircraft simulated. Exceptions, if
any, must be noted. The name of the
person(s) making this determination
must be available to the responsible
Flight Standards office upon request.

viously qualified and described in
§ 60.17, each FSTD evaluated for initial
qualification must meet the standard
that is in effect at the time of the eval-
uation. However—

(1) If the FAA publishes a change to

the existing standard or publishes a
new standard for the evaluation for ini-
tial qualification, a sponsor may re-
quest that the responsible Flight
Standards office apply the standard
that was in effect when an FSTD was
ordered for delivery if the sponsor—

(i) Within 30 days of the publication

of the change to the existing standard
or publication of the new standard, no-
tifies the responsible Flight Standards
office that an FSTD has been ordered;

(ii) Within 90 days of the responsible

Flight Standards office notification de-
scribed in paragraph (c)(1)(i) of this
section, requests that the standard in
effect at the time the order was placed
be used for the evaluation for initial
qualification; and

(iii) The evaluation is conducted

within 24 months following the publica-
tion of the change to the existing
standard or publication of the new
standard.

(2) This notification must include a

description of the FSTD; the antici-
pated qualification level of the FSTD;
the make, model, and series of aircraft
simulated; and any other pertinent in-
formation.

(3) Any tests, tolerances, or other re-

quirements that are current at the
time of the evaluation may be used
during the initial evaluation, at the re-
quest of the sponsor, if the sponsor pro-
vides acceptable updates to the re-
quired qualification test guide.

(4) The standards used for the evalua-

tion for initial qualification will be
used for all subsequent evaluations of
the FSTD.

(5) An FSTD sponsor or FSTD manu-

facturer may submit a request to the
Administrator for approval of a devi-
ation from the QPS requirements as
defined in Appendix A through Appen-
dix D of this part.

(i) Requests for deviation must be

submitted in a form and manner ac-
ceptable to the Administrator and
must provide sufficient justification
that the deviation meets or exceeds the
testing requirements and tolerances as
specified in the part 60 QPS or will oth-
erwise not adversely affect the fidelity
and capability of the FSTDs evaluated
and qualified under the deviation.

(ii) The Administrator may consider

deviation from the minimum require-
ments tables, the objective testing ta-
bles, the functions and subjective test-
ing tables, and other supporting tables
and requirements in the part 60 QPS.

(iii) Deviations may be issued to an

FSTD manufacturer for the initial
qualification of multiple FSTDs, sub-
ject to terms and limitations as deter-
mined by Administrator. Approved de-
viations will become a part of the per-
manent qualification basis of the indi-
vidual FSTD and will be noted in the
FSTD’s Statement of Qualification.

(iv) If the FAA publishes a change to

the existing part 60 standards as de-
scribed in paragraph (c)(1) of this sec-
tion or issues an FSTD Directive as de-
scribed in § 60.23(b), which conflicts
with or supersedes an approved devi-
ation, the Administrator may termi-
nate or revise a grant of deviation au-
thority issued under this paragraph.

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§ 60.16

(d) The pilot(s) who contributes to

the confirmation statement required
by paragraph (b) of this section must—

(1) Be designated by the sponsor; and
(2) Be qualified in—
(i) The aircraft or set of aircraft

being simulated; or

(ii) For aircraft not yet issued a type

certificate, or aircraft not previously
operated by the sponsor or not having
previous FAA-approved training pro-
grams conducted by the sponsor, an
aircraft similar in size and configura-
tion.

(e) The subjective tests that form the

basis for the statements described in
paragraph (b) of this section and the
objective tests referenced in paragraph
(f) of this section must be accom-
plished at the sponsor’s training facil-
ity or other sponsor designated loca-
tion where training will take place, ex-
cept as provided for in the applicable
QPS.

(f) The person seeking to qualify the

FSTD must provide the responsible
Flight Standards office access to the
FSTD for the length of time necessary
for the responsible Flight Standards of-
fice to complete the required evalua-
tion of the FSTD for initial qualifica-
tion, which includes the conduct and
evaluation of objective and subjective
tests, including general FSTD require-
ments, as described in the applicable
QPS, to determine that the FSTD
meets the standards in that QPS.

(g) When the FSTD passes an evalua-

tion for initial qualification, the re-
sponsible Flight Standards office issues
a Statement of Qualification that in-
cludes all of the following:

(1) Identification of the sponsor.
(2) Identification of the make, model,

and series of the aircraft or set of air-
craft being simulated.

(3) Identification of the configuration

of the aircraft or set of aircraft being
simulated (

e.g., engine model or mod-

els, flight instruments, or navigation
or other systems).

(4) A statement that the FSTD is

qualified as either a full flight simu-
lator or a flight training device.

(5) Identification of the qualification

level of the FSTD.

(6) A statement that (with the excep-

tion of the noted exclusions for which
the FSTD has not been subjectively

tested by the sponsor or the respon-
sible Flight Standards office and for
which qualification is not sought) the
qualification of the FSTD includes the
tasks set out in the applicable QPS ap-
pendix relevant to the qualification
level of the FSTD.

(7) A statement referencing any devi-

ations that have been granted and in-
cluded in the permanent qualification
basis of the FSTD.

(h) After the responsible Flight

Standards office completes the evalua-
tion for initial qualification, the spon-
sor must update the Qualification Test
Guide (QTG), with the results of the
FAA-witnessed tests together with the
results of all the objective tests de-
scribed in the applicable QPS.

(i) Upon issuance of the Statement of

Qualification the updated QTG be-
comes the Master Qualification Test
Guide (MQTG). The MQTG must be
made available to the responsible
Flight Standards office upon request.

[Docket No. FAA–2002–12461, 71 FR 63426, Oct.
30, 2006, as amended by Docket FAA–2014–
0391, Amdt. 60–4, 81 FR 18217, Mar. 30, 2016;
Docket No. FAA–2022–1355, Amdt. No. 60–7, 87
FR 75711, Dec. 9, 2022]

§ 60.16

Additional qualifications for a

currently qualified FSTD.

(a) A currently qualified FSTD is re-

quired to undergo an additional quali-
fication process if a user intends to use
the FSTD for meeting training, evalua-
tion, or flight experience requirements
of this chapter beyond the qualifica-
tion issued for that FSTD. This process
consists of the following:

(1) The sponsor:
(i) Must submit to the responsible

Flight Standards office all modifica-
tions to the MQTG that are required to
support the additional qualification.

(ii) Must describe to the responsible

Flight Standards office all modifica-
tions to the FSTD that are required to
support the additional qualification.

(iii) Must submit to the responsible

Flight Standards office a confirmation
statement as described in § 60.15(c) that
a pilot, designated by the sponsor in
accordance with § 60.15(d), has subjec-
tively evaluated the FSTD in those
areas not previously evaluated.

(2) The FSTD must successfully pass

an evaluation—

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§ 60.17

(i) Consisting of all the elements of

an initial evaluation for qualification
in those circumstances where the re-
sponsible Flight Standards office has
determined that all the elements of an
initial evaluation for qualification is
necessary; or

(ii) Consisting of those elements of

an initial evaluation for qualification
designated as necessary by the respon-
sible Flight Standards office.

(b) In making the determinations de-

scribed in paragraph (a)(2) of this sec-
tion, the responsible Flight Standards
office considers factors including the
existing qualification of the FSTD, any
modifications to the FSTD hardware or
software that are involved, and any ad-
ditions or modifications to the MQTG.

ditional uses when the responsible
Flight Standards office issues an
amended Statement of Qualification in
accordance with § 60.15(h).

(d) The sponsor may not modify the

FSTD except as described in § 60.23.

[Docket No. FAA–2002–12461, 71 FR 63426, Oct.
30, 2006, as amended by Docket No. FAA–
2022–1355, Amdt. No. 60–7, 87 FR 75711, Dec. 9,
2022]

§ 60.17

Previously qualified FSTDs.

(a) Unless otherwise specified by an

FSTD Directive, further referenced in
the applicable QPS, or as specified in
paragraph (e) of this section, an FSTD
qualified before May 31, 2016 will retain
its qualification basis as long as it con-
tinues to meet the standards, including
the objective test results recorded in
the MQTG and subjective tests, under
which it was originally evaluated, re-
gardless of sponsor. The sponsor of
such an FSTD must comply with the
other applicable provisions of this part.

(b) For each FSTD qualified before

May 30, 2008, no sponsor may use or
allow the use of or offer the use of such
an FSTD after May 30, 2014 for flight
crewmember training, evaluation or
flight experience to meet any of the re-
quirements of this chapter, unless that
FSTD has been issued a Statement of
Qualification, including the Configura-
tion List and the List of Qualified
Tasks in accordance with the proce-
dures set out in the applicable QPS.

under § 60.27 and—

(i) Restored under § 60.27 in less than

(2) years, then the qualification basis
(in terms of objective tests and subjec-
tive tests) for the re-qualification will
be those against which the FSTD was
originally evaluated and qualified.

(ii) Not restored under § 60.27 for two

(2) years or more, then the qualifica-
tion basis (in terms of objective tests
and subjective tests) for the re-quali-
fication will be those standards in ef-
fect and current at the time of re-qual-
ification application.

(d) Except as provided in paragraph

(e) of this section, any change in FSTD
qualification level initiated on or after
May 30, 2008 requires an evaluation for
initial qualification in accordance with
this part.

(e) A sponsor may request that an

FSTD be permanently downgraded. In
such a case, the responsible Flight
Standards office may downgrade a
qualified FSTD without requiring and
without conducting an initial evalua-
tion for the new qualification level.
Subsequent continuing qualification
evaluations will use the existing
MQTG, modified as necessary to reflect
the new qualification level.

(f) When the sponsor has appropriate

validation data available and receives
approval from the responsible Flight
Standards office, the sponsor may
adopt tests and associated tolerances
described in the current qualification
standards as the tests and tolerances
applicable for the continuing qualifica-
tion of a previously qualified FSTD.
The updated test(s) and tolerance(s)
must be made a permanent part of the
MQTG.

[Doc. No. FAA–2002–12461, 71 FR 63426, Oct.
30, 2006; Amdt. 60–2, 72 FR 59599, Oct. 22, 2007,
as amended by Docket FAA–2014–0391, Amdt.
60–4, 81 FR 18218, Mar. 30, 2016; Docket No.
FAA–2022–1355, Amdt. No. 60–7, 87 FR 75711,
Dec. 9, 2022]

§ 60.19

Inspection, continuing quali-

fication evaluation, and mainte-
nance requirements.

(a)

Inspection. No sponsor may use or

allow the use of or offer the use of an
FSTD for flight crewmember training,
evaluation, or flight experience to
meet any of the requirements of this
chapter unless the sponsor does the fol-
lowing:

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§ 60.21

(1) Accomplishes all appropriate ob-

jective tests each year as specified in
the applicable QPS.

(2) Completes a functional preflight

check within the preceding 24 hours.

(b)

Continuing qualification evaluation.

(1) This evaluation consists of objec-
tive tests, and subjective tests, includ-
ing general FSTD requirements, as de-
scribed in the applicable QPS or as
may be amended by an FSTD Direc-
tive.

(2) The sponsor must contact the re-

sponsible Flight Standards office to
schedule the FSTD for continuing qual-
ification evaluations not later than 60
days before the evaluation is due.

(3) The sponsor must provide the re-

sponsible Flight Standards office re-
sponsible Flight Standards office ac-
cess to the objective test results in the
MQTG and access to the FSTD for the
length of time necessary for the re-
sponsible Flight Standards office to
complete the required continuing qual-
ification evaluations.

(4) The frequency of the responsible

Flight Standards office-conducted con-
tinuing qualification evaluations for
each FSTD will be established by the
responsible Flight Standards office and
specified in the Statement of Qualifica-
tion.

(5) Continuing qualification evalua-

tions conducted in the 3 calendar
months before or after the calendar
month in which these continuing quali-
fication evaluations are required will
be considered to have been conducted
in the calendar month in which they
were required.

(6) No sponsor may use or allow the

use of or offer the use of an FSTD for
flight crewmember training or evalua-
tion or for obtaining flight experience
for the flight crewmember to meet any
requirement of this chapter unless the
FSTD has passed a responsible Flight
Standards office-conducted continuing
qualification evaluation within the
time frame specified in the Statement
of Qualification or within the grace pe-
riod as described in paragraph (b)(5) of
this section.

(c)

Maintenance. The sponsor is re-

sponsible for continuing corrective and
preventive maintenance on the FSTD
to ensure that it continues to meet the
requirements of this part and the appli-

cable QPS appendix. No sponsor may
use or allow the use of or offer the use
of an FSTD for flight crewmember
training, evaluation, or flight experi-
ence to meet any of the requirements
of this chapter unless the sponsor does
the following:

(1) Maintains a discrepancy log.
(2) Ensures that, when a discrepancy

is discovered, the following require-
ments are met:

(i) A description of each discrepancy

is entered in the log and remains in the
log until the discrepancy is corrected
as specified in § 60.25(b).

(ii) A description of the corrective

action taken for each discrepancy, the
identity of the individual taking the
action, and the date that action is
taken is entered in the log.

(iii) The discrepancy log is kept in a

form and manner acceptable to the Ad-
ministrator and is kept in or adjacent
to the FSTD. An electronic log that
may be accessed by an appropriate ter-
minal or display in or adjacent to the
FSTD is satisfactory.

[Docket No. FAA–2002–12461, 71 FR 63426, Oct.
30, 2006, as amended by Docket FAA–2014–
0391, Amdt. 60–4, 81 FR 18218, Mar. 30, 2016;
Docket No. FAA–2022–1355, Amdt. No. 60–7, 87
FR 75711, Dec. 9, 2022]

§ 60.20

Logging FSTD discrepancies.

Each instructor, check airman, or

representative of the Administrator
conducting training, evaluation, or
flight experience, and each person con-
ducting the preflight inspection who
discovers a discrepancy, including any
missing, malfunctioning, or inoper-
ative components in the FSTD, must
write or cause to be written a descrip-
tion of that discrepancy into the dis-
crepancy log at the end of the FSTD
preflight or FSTD use session.

§ 60.21

Interim qualification of FSTDs

for new aircraft types or models.

(a) A sponsor may apply for and the

responsible Flight Standards office
may issue an interim qualification
level for an FSTD for a new type or
model of aircraft, even though the air-
craft manufacturer’s aircraft data
package is preliminary, if the sponsor
provides the following to the satisfac-
tion of the responsible Flight Stand-
ards office—

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§ 60.23

(1) The aircraft manufacturer’s data,

which consists of at least predicted
data, validated by a limited set of
flight test data;

(2) The aircraft manufacturer’s de-

scription of the prediction method-
ology used to develop the predicted
data; and

(3) The QTG test results.
(b) An FSTD that has been issued in-

terim qualification is deemed to have
been issued initial qualification unless
the responsible Flight Standards office
rescinds the qualification. Interim
qualification terminates two years
after its issuance, unless the respon-
sible Flight Standards office deter-
mines that specific conditions warrant
otherwise.

lease of the final aircraft data package
by the aircraft manufacturer, but no
later than two years after the issuance
of the interim qualification status, the
sponsor must apply for initial quali-
fication in accordance with § 60.15 based
on the final aircraft data package ap-
proved by the aircraft manufacturer,
unless the responsible Flight Standards
office determines that specific condi-
tions warrant otherwise.

(d) An FSTD with interim qualifica-

tion may be modified only in accord-
ance with § 60.23.

[Docket No. FAA–2002–12461, 71 FR 63426, Oct.
30, 2006, as amended by Docket No. FAA–
2022–1355, Amdt. No. 60–7, 87 FR 75711, Dec. 9,
2022]

§ 60.23

Modifications to FSTDs.

(a)

Description of a modification. For

the purposes of this part, an FSTD is
said to have been modified when:

(1) Equipment or devices intended to

simulate aircraft appliances are added
to or removed from FSTD, which
change the Statement of Qualification
or the MQTG; or

(2) Changes are made to either soft-

ware or hardware that are intended to
impact flight or ground dynamics;
changes are made that impact perform-
ance or handling characteristics of the
FSTD (including motion, visual, con-
trol loading, or sound systems for
those FSTD levels requiring sound
tests and measurements); or changes
are made to the MQTG. Changes to the
MQTG which do not affect required ob-

jective testing results or validation
data approved during the initial eval-
uation of the FSTD are not considered
modifications under this section.

(b)

FSTD Directive. When the FAA de-

termines that FSTD modification is
necessary for safety of flight reasons,
the sponsor of each affected FSTD
must ensure that the FSTD is modified
according to the FSTD Directive re-
gardless of the original qualification
standards applicable to any specific
FSTD.

(c)

Using the modified FSTD. The spon-

sor may not use, or allow the use of, or
offer the use of, the FSTD with the
proposed modification for flight crew-
member training or evaluation or for
obtaining flight experience for the
flight crewmember to meet any re-
quirement of this chapter unless:

(1) The sponsor has notified the re-

sponsible Flight Standards office and
the TPAA of their intent to incor-
porate the proposed modification, and
one of the following has occurred;

(i) Twenty-one days have passed

since the sponsor notified the respon-
sible Flight Standards office and the
TPAA of the proposed modification and
the sponsor has not received any re-
sponse from either the responsible
Flight Standards office or the TPAA;

(ii) Twenty-one days have passed

since the sponsor notified the respon-
sible Flight Standards office and the
TPAA of the proposed modification and
one has approved the proposed modi-
fication and the other has not re-
sponded;

(iii) Fewer than twenty-one days

have passed since the sponsor notified
the responsible Flight Standards office
and the TPAA of the proposed modi-
fication and the responsible Flight
Standards office and TPAA both ap-
prove the proposed modification;

(iv) The sponsor has successfully

completed any evaluation the respon-
sible Flight Standards office may re-
quire in accordance with the standards
for an evaluation for initial qualifica-
tion or any part thereof before the
modified FSTD is placed in service.

(2) The notification is submitted with

the content as, and in a form and man-
ner as, specified in the applicable QPS.

(d)

User notification. When a modifica-

tion is made to an FSTD that affects

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§ 60.27

the Statement of Qualification, the
sponsor must post an addendum to the
Statement of Qualification until such
time as a permanent, updated state-
ment is posted.

(e)

MQTG update. The MQTG must be

updated with current objective test re-
sults in accordance with § 60.15(h) and
(i) and appropriate objective data in
accordance with § 60.13, each time an
FSTD is modified and an objective test
or other MQTG section is affected by
the modification. If an FSTD Directive
is the cause of this update, the direc-
tion to make the modification and the
record of the modification completion
must be filed in the MQTG.

§ 60.25

Operation with missing, mal-

functioning, or inoperative compo-
nents.

(a) No person may knowingly use or

allow the use of or misrepresent the ca-
pability of an FSTD for any maneuver,
procedure, or task that is to be accom-
plished to meet training, evaluation, or
flight experience requirements of this
chapter for flight crewmember certifi-
cation or qualification when there is a
missing, malfunctioning, or inoper-
ative (MMI) component that is re-
quired to be present and correctly oper-
ate for the satisfactory completion of
that maneuver, procedure, or task.

(b) Each MMI component as de-

scribed in paragraph (a) of this section,
or any MMI component installed and
required to operate correctly to meet
the current Statement of Qualification,
must be repaired or replaced within 30
calendar days, unless otherwise re-
quired or authorized by the responsible
Flight Standards office.

nents must be readily available in or
adjacent to the FSTD for review by
users of the device. Electronic access
to this list via an appropriate terminal
or display in or adjacent to the FSTD
is satisfactory. The discrepancy log
may be used to satisfy this require-
ment provided each currently MMI

component is listed in the discrepancy
log.

[Docket No. FAA–2002–12461, 71 FR 63426, Oct.
30, 2006, as amended by Docket No. FAA–
2022–1355, Amdt. No. 60–7, 87 FR 75711, Dec. 9,
2022]

§ 60.27

Automatic loss of qualification

and procedures for restoration of
qualification.

(a) An FSTD qualification is auto-

matically lost when any of the fol-
lowing occurs:

(1) The FSTD is not used in the spon-

sor’s FAA-approved flight training pro-
gram in accordance with § 60.7(b)(5) or
(b)(6) and the sponsor does not obtain
and maintain the written statement as
described in § 60.7(d)(2).

(2) The FSTD is not inspected in ac-

cordance with § 60.19.

(3) The FSTD is physically moved

from one location and installed in a
different location, regardless of dis-
tance.

(4) The MQTG is missing or otherwise

not available and a replacement is not
made within 30 days.

(b) If FSTD qualification is lost

under paragraph (a) of this section,
qualification is restored when either of
the following provisions is met:

(1) The FSTD successfully passes an

evaluation:

(i) For initial qualification, in ac-

cordance with §§ 60.15 and 60.17(c) in
those circumstances where the respon-
sible Flight Standards office has deter-
mined that a full evaluation for initial
qualification is necessary; or

(ii) For those elements of an evalua-

tion for initial qualification, in accord-
ance with §§ 60.15 and 60.17(c), as deter-
mined to be necessary by the respon-
sible Flight Standards office.

(2) The responsible Flight Standards

office advises the sponsor that an eval-
uation is not necessary.

scribed in paragraph (b) of this section,
the responsible Flight Standards office
considers factors including the number
of continuing qualification evaluations
missed, the number of sponsor-con-
ducted quarterly inspections missed,

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§ 60.29

and the care that had been taken of the
device since the last evaluation.

[Docket No. FAA–2002–12461, 71 FR 63426, Oct.
30, 2006, as amended by Docket No. FAA–
2022–1355, Amdt. No. 60–7, 87 FR 75711, Dec. 9,
2022]

§ 60.29

Other losses of qualification

and procedures for restoration of
qualification.

(a) Except as provided in paragraph

(c) of this section, when the responsible
Flight Standards office determines
that the FSTD no longer meets quali-
fication standards, the following proce-
dure applies:

(1) The responsible Flight Standards

office notifies the sponsor in writing
that the FSTD no longer meets some
or all of its qualification standards.

(2) The responsible Flight Standards

office sets a reasonable period (but not
less than 7 days) within which the
sponsor may submit written informa-
tion, views, and arguments on the
FSTD qualification.

(3) After considering all material pre-

sented, the responsible Flight Stand-
ards office notifies the sponsor about
the determination with regard to the
qualification of the FSTD.

(4) When the responsible Flight

Standards office notifies the sponsor
that some or all of the FSTD is no
longer qualified, the action described
in the notification becomes effective
not less than 30 days after the sponsor
receives that notice unless—

(i) The responsible Flight Standards

office finds under paragraph (c) of this
section that there is an emergency re-
quiring immediate action with respect
to safety in air commerce; or

(ii) The sponsor petitions the Execu-

tive Director of Flight Standards Serv-
ice for reconsideration of the respon-
sible Flight Standards office finding
under paragraph (b) of this section.

(b) When a sponsor seeks reconsider-

ation of a decision from the responsible
Flight Standards office concerning the
FSTD qualification, the following pro-
cedure applies:

(1) The sponsor must petition for re-

consideration of that decision within 30
days of the date that the sponsor re-
ceives a notice that some or all of the
FSTD is no longer qualified.

(2) The sponsor must address its peti-

tion to the Executive Director, Flight
Standards Service, Federal Aviation
Administration, 800 Independence Ave.,
SW., Washington, DC 20591.

(3) A petition for reconsideration, if

filed within the 30-day period, suspends
the effectiveness of the determination
by the responsible Flight Standards of-
fice that the FSTD is no longer quali-
fied unless the responsible Flight
Standards office has found, under para-
graph (c) of this section, that an emer-
gency exists requiring immediate ac-
tion with respect to safety in air com-
merce.

ards office find that an emergency ex-
ists requiring immediate action with
respect to safety in air commerce that
makes the procedures set out in this
section impracticable or contrary to
the public interest:

(1) The responsible Flight Standards

office withdraws qualification of some
or all of the FSTD and makes the with-
drawal of qualification effective on the
day the sponsor receives notice of it.

(2) In the notice to the sponsor, the

responsible Flight Standards office ar-
ticulates the reasons for its finding
that an emergency exists requiring im-
mediate action with respect to safety
in air transportation or air commerce
or that makes it impracticable or con-
trary to the public interest to stay the
effectiveness of the finding.

(d) FSTD qualification lost under

paragraph (a) or (c) of this section may
be restored when either of the fol-
lowing provisions are met:

(1) The FSTD successfully passes an

evaluation for initial qualification, in
accordance with §§ 60.15 and 60.17(c) in
those circumstances where the respon-
sible Flight Standards office has deter-
mined that a full evaluation for initial
qualification is necessary; or

(2) The FSTD successfully passes an

evaluation for those elements of an ini-
tial qualification evaluation, in accord-
ance with §§ 60.15 and 60.17(c), as deter-
mined to be necessary by the respon-
sible Flight Standards office.

(e) In making the determinations de-

scribed in paragraph (d) of this section,
the responsible Flight Standards office
considers factors including the reason

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§ 60.33

for the loss of qualification, any re-
pairs or replacements that may have to
have been completed, the number of
continuing qualification evaluations
missed, the number of sponsor-con-
ducted quarterly inspections missed,
and the care that had been taken of the
device since the loss of qualification.

[Docket No. FAA–2002–12461, 71 FR 63426, Oct.
30, 2006, as amended by Docket FAA–2018–
0119, Amdt. 60–5, 83 FR 9170, Mar. 5, 2018;
Docket No. FAA–2022–1355, Amdt. No. 60–7, 87
FR 75711, Dec. 9, 2022]

§ 60.31

Recordkeeping and reporting.

(a) The FSTD sponsor must maintain

the following records for each FSTD it
sponsors:

(1) The MQTG and each amendment

thereto.

(2) A record of all FSTD modifica-

tions affected under § 60.23 since the
issuance of the original Statement of
Qualification.

(3) A copy of all of the following:
(i) Results of the qualification eval-

uations (initial and each upgrade) since
the issuance of the original Statement
of Qualification.

(ii) Results of the objective tests con-

ducted in accordance with § 60.19(a) for
a period of 2 years.

(iii) Results of the previous three

continuing qualification evaluations,
or the continuing qualification evalua-
tions from the previous 2 years, which-
ever covers a longer period.

(iv) Comments obtained in accord-

ance with § 60.9(b) for a period of at
least 90 days.

(4) A record of all discrepancies en-

tered in the discrepancy log over the
previous 2 years, including the fol-
lowing:

(i) A list of the components or equip-

ment that were or are missing, mal-
functioning, or inoperative.

(ii) The action taken to correct the

discrepancy.

(iii) The date the corrective action

was taken.

(iv) The identity of the person deter-

mining that the discrepancy has been
corrected.

(b) The records specified in this sec-

tion must be maintained in plain lan-
guage form or in coded form if the
coded form provides for the preserva-
tion and retrieval of information in a

manner acceptable to the responsible
Flight Standards office.

[Docket No. FAA–2002–12461, 71 FR 63426, Oct.
30, 2006, as amended by Docket No. FAA–
2022–1355, Amdt. No. 60–7, 87 FR 75711, Dec. 9,
2022]

§ 60.33

Applications, logbooks, reports,

and records: Fraud, falsification, or
incorrect statements.

(a) No person may make, or cause to

be made, any of the following:

(1) A fraudulent or intentionally false

statement in any application or any
amendment thereto, or any other re-
port or test result required by this
part.

(2) A fraudulent or intentionally false

statement in or a known omission from
any record or report that is kept,
made, or used to show compliance with
this part, or to exercise any privileges
under this chapter.

(3) Any reproduction or alteration,

for fraudulent purpose, of any report,
record, or test result required under
this part.

(b) The commission by any person of

any act prohibited under paragraph (a)
of this section is a basis for any one or
any combination of the following:

(1) A civil penalty.
(2) Suspension or revocation of any

certificate held by that person that
was issued under this chapter.

(3) The removal of FSTD qualifica-

tion and approval for use in a training
program.

for removal of qualification of an
FSTD including the withdrawal of ap-
proval for use of an FSTD; or denying
an application for a qualification:

(1) An incorrect statement, upon

which the FAA relied or could have re-
lied, made in support of an application
for a qualification or a request for ap-
proval for use.

(2) An incorrect entry, upon which

the FAA relied or could have relied,
made in any logbook, record, or report
that is kept, made, or used to show
compliance with any requirement for
an FSTD qualification or an approval
for use.

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14 CFR Ch. I (1–1–24 Edition)

§ 60.35

Specific full flight simulator

compliance requirements.

(a) No device will be eligible for ini-

tial or upgrade qualification to a FFS
at Level C or Level D under this part
unless it includes the equipment and
appliances installed and operating to
the extent necessary for the issuance of
an airman certificate or rating.

(b) No device will be eligible for ini-

tial or upgrade qualification to a FFS
at Level A or Level B under this part
unless it includes the equipment and
appliances installed and operating to
the extent necessary for the training,
testing, and/or checking that comprise
the simulation portion of the require-
ments for issuance of an airman cer-
tificate or rating.

§ 60.37

FSTD qualification on the basis

of a Bilateral Aviation Safety Agree-
ment (BASA).

(a) The evaluation and qualification

of an FSTD by a contracting State to
the Convention on International Civil
Aviation for the sponsor of an FSTD
located in that contracting State may
be used as the basis for issuing a U.S.
statement of qualification (see applica-
ble QPS, attachment 4, figure 4) by the
responsible Flight Standards office to
the sponsor of that FSTD in accord-
ance with—

(1) A BASA between the United

States and the Contracting State that
issued the original qualification; and

(2) A Simulator Implementation Pro-

cedure (SIP) established under the
BASA.

(b) The SIP must contain any condi-

tions and limitations on validation and
issuance of such qualification by the
U.S.

[Docket No. FAA–2002–12461, 71 FR 63426, Oct.
30, 2006, as amended by Docket No. FAA–
2022–1355, Amdt. No. 60–7, 87 FR 75711, Dec. 9,
2022]

PPENDIX

ART

60—Q

UALIFICATION

ERFORMANCE

TANDARDS FOR

PLANE

ULL

LIGHT

IMULATORS

llllllllllllllllllllllll

EGIN

NFORMATION

This appendix establishes the standards for

Airplane FFS evaluation and qualification.
The Flight Standards Service is responsible
for the development, application, and imple-

mentation of the standards contained within
this appendix. The procedures and criteria
specified in this appendix will be used by the
responsible Flight Standards office, when
conducting airplane FFS evaluations.

ABLE OF

ONTENTS

1. Introduction.
2. Applicability (§§ 60.1 and 60.2).
3. Definitions (§ 60.3).
4. Qualification Performance Standards

(§ 60.4).

5. Quality Management System (§ 60.5).
6. Sponsor Qualification Requirements

(§ 60.7).

7. Additional Responsibilities of the Sponsor

(§ 60.9).

8. FFS Use (§ 60.11).
9. FFS Objective Data Requirements (§ 60.13).
10. Special Equipment and Personnel Re-

quirements for Qualification of the FFS
(§ 60.14).

11. Initial (and Upgrade) Qualification Re-

quirements (§ 60.15).

12. Additional Qualifications for a Currently

Qualified FFS (§ 60.16).

13. Previously Qualified FFSs (§ 60.17).
14. Inspection, Continuing Qualification

Evaluation, and Maintenance Require-
ments (§ 60.19).

15. Logging FFS Discrepancies (§ 60.20).
16. Interim Qualification of FFSs for New

Airplane Types or Models (§ 60.21).

17. Modifications to FFSs (§ 60.23).
18. Operations With Missing, Malfunctioning,

or Inoperative Components (§ 60.25).

19. Automatic Loss of Qualification and Pro-

cedures for Restoration of Qualification
(§ 60.27).

20. Other Losses of Qualification and Proce-

dures for Restoration of Qualification
(§ 60.29).

21. Record Keeping and Reporting (§ 60.31).
22. Applications, Logbooks, Reports, and

Records: Fraud, Falsification, or Incor-
rect Statements (§ 60.33).

23. Specific FFS Compliance Requirements

(§ 60.35).

24. [Reserved]
25. FFS Qualification on the Basis of a Bilat-

eral Aviation Safety Agreement (BASA)
(§ 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.

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Pt. 60, App. A

NFORMATION

llllllllllllllllllllllll

1. I

NTRODUCTION

llllllllllllllllllllllll

EGIN

NFORMATION

a. This appendix contains background in-

formation as well as regulatory and inform-
ative material as described later in this sec-
tion. To assist the reader in determining
what areas are required and what areas are
permissive, the text in this appendix is di-
vided into two sections: ‘‘QPS Require-
ments’’ and ‘‘Information.’’ The QPS Re-
quirements sections contain details regard-
ing compliance with the part 60 rule lan-
guage. 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. [Reserved]
c. The responsible Flight Standards office

encourages the use of electronic media for
all communication, including any record, re-
port, request, test, or statement required by
this appendix. The electronic media used
must have adequate security provisions and
be acceptable to the responsible Flight
Standards office.

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 Ap-

proval of Category III Landing Weather
Minima.

(11) AC 120–29, as amended, Criteria for Ap-

proving Category I and Category II Landing
Minima for part 121 operators.

(12) AC 120–35, as amended, Flightcrew

Member, Line Operational Simulations:
Line-Oriented Flight Training, Special Pur-
pose Operational Training, Line Operational
Evaluation.

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

lator Qualification.

(14) AC 120–41, as amended, Criteria for

Operational Approval of Airborne Wind
Shear Alerting and Flight Guidance Sys-
tems.

(15) AC 120–57, as amended, Surface Move-

ment Guidance and Control System
(SMGCS).

(16) AC 150/5300–13, as amended, Airport De-

sign.

(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 Associa-

tion document, ‘‘Flight Simulation Training
Device Design and Performance Data Re-
quirements,’’ as amended.

(23) AC 25–7, as amended, Flight Test Guide

for Certification of Transport Category Air-
planes.

(24) AC 23–8, as amended, Flight Test Guide

for Certification of Part 23 Airplanes.

(25) International Civil Aviation Organiza-

tion (ICAO) Manual of Criteria for the Quali-
fication of Flight Simulation Training De-
vices, as amended.

(26) Aeroplane Flight Simulation Training

Device Evaluation Handbook, Volume I, as
amended and Volume II, as amended, The
Royal Aeronautical Society, London, UK.

(27) FAA Airman Certification Standards

and Practical Test Standards for Airline
Transport Pilot, 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) doc-

ument number 436, titled

Guidelines For Elec-

tronic Qualification Test Guide (as amended).

(30) Aeronautical Radio, Inc. (ARINC) doc-

ument 610,

Guidance for Design and Integra-

tion of Aircraft Avionics Equipment in Simula-
tors (as amended).

NFORMATION

llllllllllllllllllllllll

2. A

PPLICABILITY

(§§ 60.1

AND

60.2)

llllllllllllllllllllllll

EGIN

NFORMATION

No additional regulatory or informational

material applies to § 60.1, Applicability, or to
§ 60.2, Applicability of sponsor rules to per-
sons who are not sponsors and who are en-
gaged in certain unauthorized activities.

NFORMATION

llllllllllllllllllllllll

3. D

EFINITIONS

(§ 60.3)

llllllllllllllllllllllll

EGIN

NFORMATION

See Appendix F of this part for a list of

definitions and abbreviations from part 1 and

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14 CFR Ch. I (1–1–24 Edition)

Pt. 60, App. A

part 60, including the appropriate appendices
of part 60.

NFORMATION

llllllllllllllllllllllll

4. Q

UALIFICATION

ERFORMANCE

TANDARDS

(§ 60.4)

llllllllllllllllllllllll

EGIN

NFORMATION

No additional regulatory or informational

material applies to § 60.4, Qualification Per-
formance Standards.

NFORMATION

llllllllllllllllllllllll

5. Q

UALITY

ANAGEMENT

YSTEM

(§ 60.5)

llllllllllllllllllllllll

EGIN

NFORMATION

See Appendix E of this part for additional

regulatory and informational material re-
garding Quality Management Systems.

NFORMATION

llllllllllllllllllllllll

6. S

PONSOR

UALIFICATION

EQUIREMENTS

(§ 60.7)

llllllllllllllllllllllll

EGIN

NFORMATION

a. The intent of the language in § 60.7(b) is

to have a specific FFS, identified by the
sponsor, used at least once in an FAA-ap-
proved flight training program for the air-
plane 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 accept-

able operational practices:

(1) Example One.
(a) A sponsor is sponsoring a single, spe-

cific 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 pe-
riod in the sponsor’s FAA-approved flight
training program for the airplane simulated.
This 12-month period is established accord-
ing 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 evalua-
tion conducted in accordance with § 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
§ 60.15. Once the initial or upgrade evaluation
is complete, the first continuing qualifica-
tion evaluation will be conducted within 6
months. The 12-month continuing qualifica-
tion evaluation cycle begins on that date and
continues for each subsequent 12-month pe-
riod.

(b) There is no minimum number of hours

of FFS use required.

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 num-

ber 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
§ 60.7(d)(1));

(ii) Used by another FAA certificate holder

in that other certificate holder’s FAA-ap-
proved flight training program for the air-
plane simulated (as described in § 60.7(d)(1)).
This 12-month period is established in the
same manner as in example one;

(iii) Provided a statement each year from a

qualified pilot (after having flown the air-
plane, not the subject FFS or another FFS,
during the preceding 12-month period), stat-
ing that the subject FFS’s performance and
handling qualities represent the airplane (as
described in § 60.7(d)(2)). This statement is
provided at least once in each 12-month pe-
riod established in the same manner as in ex-
ample one.

(b) No minimum number of hours of FFS

use is required.

(3) Example Three.
(a) A sponsor in New York (in this exam-

ple, 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., in-
structor and/or technician training/checking
requirements, record keeping, QMS pro-
gram).

cow centers could be dry-leased (i.e., the cer-
tificate holder does not have and use FAA-
approved flight training programs for the
FFSs in the Chicago and Moscow centers) be-
cause—

(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

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Pt. 60, App. A

FAA certificate holder in that other certifi-
cate holder’s FAA-approved flight training
program for the airplane (as described in
§ 60.7(d)(1));

(ii) A statement is obtained from a quali-

fied pilot (having flown the airplane, not the
subject FFS or another FFS, during the pre-
ceding 12-month period) stating that the per-
formance and handling qualities of each FFS
in the Chicago and Moscow centers rep-
resents the airplane (as described in
§ 60.7(d)(2)).

NFORMATION

llllllllllllllllllllllll

7. A

DDITIONAL

ESPONSIBILITIES OF THE

PONSOR

(§ 60.9)

llllllllllllllllllllllll

EGIN

NFORMATION

The phrase ‘‘as soon as practicable’’ in

§ 60.9(a) means without unnecessarily dis-
rupting or delaying beyond a reasonable
time the training, evaluation, or experience
being conducted in the FFS.

NFORMATION

llllllllllllllllllllllll

8. FFS U

(§ 60.11)

llllllllllllllllllllllll

EGIN

NFORMATION

No additional regulatory or informational

material applies to § 60.11, Simulator Use.

NFORMATION

llllllllllllllllllllllll

9. FFS O

BJECTIVE

ATA

EQUIREMENTS

(§ 60.13)

llllllllllllllllllllllll

EGIN

QPS R

EQUIREMENTS

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 pro-
gramming 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 per-

sonnel.

(3) An understanding of the accuracy of the

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

(4) Appropriate and sufficient data acquisi-

tion equipment or system(s), including ap-
propriate data reduction and analysis meth-
ods 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 vali-

dation process.

(2) In a manner that is clearly readable and

annotated correctly and completely.

(3) With resolution sufficient to determine

compliance with the tolerances set forth in
Attachment 2, Table A2A of this appendix.

(4) With any necessary instructions or

other details provided, such as yaw damper
or throttle position.

(5) Without alteration, adjustments, or

bias. Data may be corrected to address
known data calibration errors provided that
an explanation of the methods used to cor-
rect the errors appears in the QTG. The cor-
rected 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 § 60.13(f), the sponsor

must notify the responsible Flight Standards
office when it becomes aware that an addi-
tion 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 air-
craft, including data related to any relevant
changes occurring after the type certificate
was issued. The sponsor must—

(1) Within 10 calendar days, notify the re-

sponsible Flight Standards office of the ex-
istence of this data; and

(2) Within 45 calendar days, notify the re-

sponsible Flight Standards office 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 ‘‘se-
ries of snapshot tests’’ results in lieu of a
time-history result, the sponsor or other

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Pt. 60, App. A

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 in-
stant of time captured by the snapshot.

QPS R

EQUIREMENTS

llllllllllllllllllllllll

EGIN

NFORMATION

f. The FFS sponsor is encouraged to main-

tain a liaison with the manufacturer of the
aircraft being simulated (or with the holder
of the aircraft type certificate for the air-
craft 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 facili-
tate the notification required by § 60.13(f).

g. It is the intent of the responsible Flight

Standards office that for new aircraft enter-
ing service, at a point well in advance of
preparation of the Qualification Test Guide
(QTG), the sponsor should submit to the re-
sponsible Flight Standards office for ap-
proval, 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 de-
scription of the validity of these data for a
specific engine type and thrust rating con-
figuration, and the revision levels of all avi-
onics 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 sim-
ulation data are used or where flight test
methods require further explanations. It
should also provide a brief narrative describ-
ing the cause and effect of any deviation
from data requirements. The aircraft manu-
facturer 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 responsible Flight
Standards office notes that inexperienced
data gatherers often provide data that is ir-
relevant, improperly marked, or lacking ade-
quate justification for selection. Other prob-
lems include inadequate information regard-
ing initial conditions or test maneuvers. The
responsible Flight Standards office has been
forced to refuse these data submissions as
validation data for an FFS evaluation. It is
for this reason that the responsible Flight
Standards office recommends that any data
supplier not previously experienced in this
area review the data necessary for program-
ming and for validating the performance of
the FFS, and discuss the flight test plan an-

ticipated for acquiring such data with the re-
sponsible Flight Standards office well in ad-
vance of commencing the flight tests.

i. The responsible Flight Standards office

will consider, on a case-by-case basis, wheth-
er to approve supplemental validation data
derived from flight data recording systems,
such as a Quick Access Recorder or Flight
Data Recorder.

NFORMATION

llllllllllllllllllllllll

10. S

PECIAL

QUIPMENT AND

ERSONNEL

QUIREMENTS

FOR

UALIFICATION

THE

FFS

(§ 60.14)

llllllllllllllllllllllll

EGIN

NFORMATION

a. In the event that the responsible Flight

Standards office determines that special
equipment or specifically qualified persons
will be required to conduct an evaluation,
the responsible Flight Standards office 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. Exam-
ples of special equipment include spot
photometers, flight control measurement de-
vices, and sound analyzers. Examples of spe-
cially 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 con-
tinued qualification or use of the FFS.

NFORMATION

llllllllllllllllllllllll

11. I

NITIAL

(

AND

PGRADE

) Q

UALIFICATION

EQUIREMENTS

(§ 60.15)

llllllllllllllllllllllll

EGIN

QPS R

EQUIREMENTS

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 subjec-

tive tests listed in Attachment 3 of this ap-
pendix.

b. The request described in § 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) Unless otherwise authorized through

prior coordination with the responsible
Flight Standards office, a confirmation that

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the sponsor will forward to the responsible
Flight Standards office the statement de-
scribed in § 60.15(b) in such time as to be re-
ceived no later than 5 business days prior to
the scheduled evaluation and may be for-
warded to the responsible Flight Standards
office via traditional or electronic means.

(3) A QTG, acceptable to the responsible

Flight Standards office, that includes all of
the following:

(a) Objective data obtained from tradi-

tional aircraft testing or another approved
source.

(b) Correlating objective test results ob-

tained from the performance of the FFS as
prescribed in the appropriate QPS.

scribed in the appropriate QPS.

(d) A description of the equipment nec-

essary to perform the evaluation for initial
qualification and the continuing qualifica-
tion evaluations.

c. The QTG described in paragraph (a)(3) of

this section, must provide the documented
proof of compliance with the simulator ob-
jective 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 responsible Flight
Standards office for review and approval, and
must include, for each objective test:

(1) Parameters, tolerances, and flight con-

ditions;

(2) Pertinent and complete instructions for

the conduct of automatic and manual tests;

(3) A means of comparing the FFS test re-

sults 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 fol-
lowing:

(1) A QTG cover page with sponsor and

FAA approval signature blocks (see Attach-
ment 4, Figure A4C, of this appendix for a
sample QTG cover page).

(2) [Reserved]
(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 num-

ber or code.

(b) The airplane model and series being

simulated.

or reference.

(d) The source of the basic aerodynamic

model and the aerodynamic coefficient data
used to modify the basic model.

(e) The engine model(s) and its data revi-

sion number or reference.

(f) The flight control data revision number

or reference.

(g) The flight management system identi-

fication 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 manufac-

turer, including display type.

(l) The motion system type and manufac-

turer, 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 Capa-

bility (SOCs) with certain requirements.

(9) Recording procedures or equipment re-

quired to accomplish the objective tests.

(10) The following information for each ob-

jective 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 applica-

ble).

(f) Method for evaluating FFS objective

test results.

(g) List of all relevant parameters driven

or constrained during the automatically con-
ducted test(s).

(h) List of all relevant parameters driven

or constrained during the manually con-
ducted 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 ob-

tained 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 sepa-

rate 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 air-
plane model, or a QTG for the first airplane
model and a supplement to that QTG for
each additional airplane model. The respon-
sible Flight Standards office will conduct
evaluations for each airplane model.

g. Form and manner of presentation of ob-

jective test results in the QTG:

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(1) The sponsor’s FFS test results must be

recorded in a manner acceptable to the re-
sponsible Flight Standards office, that al-
lows 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 ter-

minology common to airplane parameters as
opposed to computer software identifica-
tions.

(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 interpre-
tation or resolution.

(4) Scaling on graphical presentations

must provide the resolution necessary to
evaluate the parameters shown in Attach-
ment 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 ap-
propriate reference points to ensure an accu-
rate 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 ref-
erence 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 (or other sponsor designated
location where training will take place). If
the tests are conducted at the manufactur-
er’s facility, the sponsor must repeat at least
one-third of the tests at the sponsor’s train-
ing facility in order to substantiate FFS per-
formance. The QTG must be clearly anno-
tated to indicate when and where each test
was accomplished. Tests conducted at the
manufacturer’s facility and at the sponsor’s
designated training facility must be con-
ducted after the FFS is assembled with sys-
tems and sub-systems functional and oper-
ating in an interactive manner. The test re-
sults must be submitted to the responsible
Flight Standards office.

i. The sponsor must maintain a copy of the

MQTG at the FFS location.

j. All FFSs for which the initial qualifica-

tion is conducted after May 30, 2014, must
have an electronic MQTG (eMQTG) including
all objective data obtained from airplane
testing, or another approved source (refor-
matted or digitized), together with corre-
lating 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 (refor-
matted or digitized) prescribed in this appen-
dix, and a description of the equipment nec-
essary 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 pro-
vided by the data supplier. A copy of the
eMQTG must be provided to the responsible
Flight Standards office.

k. All other FFSs not covered in subpara-

graph ‘‘j’’ must have an electronic copy of
the MQTG by May 30, 2014. An electronic
copy of the MQTG must be provided to the
responsible Flight Standards office. This
may be provided by an electronic scan pre-
sented in a Portable Document File (PDF),
or similar format acceptable to the respon-
sible Flight Standards office.

l. During the initial (or upgrade) qualifica-

tion evaluation conducted by the responsible
Flight Standards office, the sponsor must
also provide a person who is a user of the de-
vice (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.

QPS R

EQUIREMENTS

llllllllllllllllllllllll

EGIN

NFORMATION

m. Only those FFSs that are sponsored by

a certificate holder as defined in Appendix F
of this part will be evaluated by the respon-
sible Flight Standards office. 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 responsible Flight Standards office

will conduct an evaluation for each configu-
ration, and each FFS must be evaluated as
completely as possible. To ensure a thorough
and uniform evaluation, each FFS is sub-
jected to the general simulator requirements
in Attachment 1 of this appendix, the objec-
tive tests listed in Attachment 2 of this ap-
pendix, and the subjective tests listed in At-
tachment 3 of this appendix. The evaluations
described herein will include, but not nec-
essarily be limited to the following:

(1) Airplane responses, including longitu-

dinal and lateral-directional control re-
sponses (see Attachment 2 of this appendix);

(2) Performance in authorized portions of

the simulated airplane’s operating envelope,
to include tasks evaluated by the responsible
Flight Standards office in the areas of sur-
face operations, takeoff, climb, cruise, de-
scent, approach, and landing as well as ab-
normal and emergency operations (see At-
tachment 2 of this appendix);

(3) Control checks (see Attachment 1 and

Attachment 2 of this appendix);

(4) Flight deck configuration (see Attach-

ment 1 of this appendix);

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(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 Attach-
ment 3 of this appendix);

(7) FFS systems and sub-systems, includ-

ing force cueing (motion), visual, and aural
(sound) systems, as appropriate (see Attach-
ment 1 and Attachment 2 of this appendix);
and

(8) Certain additional requirements, de-

pending 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 require-
ments.

o. The responsible Flight Standards office

administers the objective and subjective
tests, which includes an examination of func-
tions. The tests include a qualitative assess-
ment of the FFS by a pilot from the respon-
sible Flight Standards office. The evaluation
team leader may assign other qualified per-
sonnel to assist in accomplishing the func-
tions examination and/or the objective and
subjective tests performed during an evalua-
tion when required.

(1) Objective tests provide a basis for meas-

uring and evaluating FFS performance and
determining compliance with the require-
ments of this part.

(2) Subjective tests provide a basis for:
(a) Evaluating the capability of the FFS to

perform over a typical utilization period;

(b) Determining that the FFS satisfac-

torily simulates each required task;

controls, instruments, and systems; and

(d) Demonstrating compliance with the re-

quirements of this part.

p. The tolerances for the test parameters

listed in Attachment 2 of this appendix re-
flect the range of tolerances acceptable to
the responsible Flight Standards office 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 responsible Flight
Standards office relies on the use of oper-
ational and engineering judgment in the ap-
plication of data (including consideration of
the way in which the flight test was flown
and the way the data was gathered and ap-
plied), 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 responsible
Flight Standards office at any time without
prior notification to the sponsor. Such eval-
uations would be accomplished in a normal
manner (i.e., requiring exclusive use of the
FFS for the conduct of objective and subjec-
tive tests and an examination of functions) if

the FFS is not being used for flight crew-
member training, testing, or checking. How-
ever, if the FFS were being used, the evalua-
tion would be conducted in a non-exclusive
manner. This non-exclusive evaluation will
be conducted by the FFS evaluator accom-
panying the check airman, instructor, Air-
crew Program Designee (APD), or FAA in-
spector aboard the FFS along with the stu-
dent(s) and observing the operation of the
FFS during the training, testing, or check-
ing activities.

r. Problems with objective test results are

handled as follows:

(1) If a problem with an objective test re-

sult is detected by the evaluation team dur-
ing 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 re-
quested but do support a lower level, the re-
sponsible Flight Standards office may qual-
ify 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 responsible Flight Standards office
issues a Statement of Qualification (SOQ) to
the sponsor. The responsible Flight Stand-
ards office 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 evalua-
tion and will list the tasks for which the
FFS is qualified, referencing the tasks de-
scribed in Table A1B in Attachment 1 of this
appendix. However, it is the sponsor’s re-
sponsibility to obtain TPAA approval prior
to using the FFS in an FAA-approved flight
training program.

t. Under normal circumstances, the respon-

sible Flight Standards office establishes a
date for the initial or upgrade evaluation
within ten (10) working days after deter-
mining that a complete QTG is acceptable.
Unusual circumstances may warrant estab-
lishing an evaluation date before this deter-
mination 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 Re-
quest for Initial, Upgrade, or Reinstatement
Evaluation.

u. The numbering system used for objec-

tive test results in the QTG should closely
follow the numbering system set out in At-
tachment 2 of this appendix, FFS Objective
Tests, Table A2A.

v. Contact the responsible Flight Stand-

ards office for additional information regard-
ing the preferred qualifications of pilots used
to meet the requirements of § 60.15(d).

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w. Examples of the exclusions for which

the FFS might not have been subjectively
tested by the sponsor or the responsible
Flight Standards office and for which quali-
fication might not be sought or granted, as
described in § 60.15(g)(6), include windshear
training and circling approaches.

NFORMATION

llllllllllllllllllllllll

12. A

DDITIONAL

UALIFICATIONS FOR A

URRENTLY

UALIFIED

FFS (§ 60.16)

llllllllllllllllllllllll

EGIN

NFORMATION

No additional regulatory or informational

material applies to § 60.16, Additional Quali-
fications for a Currently Qualified FFS.

NFORMATION

llllllllllllllllllllllll

13. P

REVIOUSLY

UALIFIED

FFS

(§ 60.17)

llllllllllllllllllllllll

EGIN

QPS R

EQUIREMENTS

a. In instances where a sponsor plans to re-

move an FFS from active status for a period
of less than two years, the following proce-
dures apply:

(1) The responsible Flight Standards office

must be notified in writing and the notifica-
tion must include an estimate of the period
that the FFS will be inactive;

(2) Continuing Qualification evaluations

will not be scheduled during the inactive pe-
riod;

(3) The responsible Flight Standards office

will remove the FFS from the list of quali-
fied 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 respon-
sible Flight Standards office. 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 responsible

Flight Standards office of any changes to the
original scheduled time out of service;

b. Simulators qualified prior to May 31,

2016, are not required to meet the general
simulation requirements, the objective test
requirements or the subjective test require-
ments of attachments 1, 2, and 3 of this ap-
pendix as long as the simulator continues to
meet the test requirements contained in the
MQTG developed under the original quali-
fication basis.

c. After May 30, 2009, each visual scene or

airport model beyond the minimum required
for the FFS qualification level that is in-
stalled 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 31,

2016, may be updated. If an evaluation is
deemed appropriate or necessary by the re-
sponsible Flight Standards office after such
an update, the evaluation will not require an
evaluation to standards beyond those
against which the simulator was originally
qualified.

e. Other certificate holders or persons de-

siring 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 qualifica-
tion process, except as described in § 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

§ 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 inven-
tory regulated by the FAA. The issuance of
the statement will not require any addi-
tional 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 neces-
sitate the issuance of a revised SOQ to re-
flect the revised qualification level, as ap-
propriate. If a temporary restriction is
placed on an FFS because of a missing, mal-
functioning, or inoperative component or on-
going repairs, the restriction is not a perma-
nent change in qualification level. Instead,
the restriction is temporary and is removed
when the reason for the restriction has been
resolved.

i. The responsible Flight Standards office

will determine the evaluation criteria for an
FFS that has been removed from active sta-
tus. The criteria will be based on the number
of continuing qualification evaluations and
quarterly inspections missed during the pe-
riod 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 responsible
Flight Standards office 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 cri-
teria that was in effect prior to its removal
from qualification. However, inactive periods

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of 2 years or more will require requalifica-
tion under the standards in effect and cur-
rent at the time of requalification.

NFORMATION

llllllllllllllllllllllll

14. I

NSPECTION

, C

ONTINUING

UALIFICATION

VALUATION

AND

AINTENANCE

EQUIRE

MENTS

(§ 60.19)

llllllllllllllllllllllll

EGIN

QPS R

EQUIREMENTS

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
responsible Flight Standards office.

b. The description of the functional pre-

flight check must be contained in the spon-
sor’s QMS.

c. Record ‘‘functional preflight’’ in the

FFS discrepancy log book or other accept-
able location, including any item found to be
missing, malfunctioning, or inoperative.

d. During the continuing qualification

evaluation conducted by the responsible
Flight Standards office, the sponsor must
also provide a person knowledgeable about
the operation of the aircraft and the oper-
ation of the FFS.

e. The responsible Flight Standards office

will conduct continuing qualification evalua-
tions every 12 months unless:

(1) The responsible Flight Standards office

becomes aware of discrepancies or perform-
ance 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 con-
tinuing qualification evaluation exceed 36
months.

QPS R

EQUIREMENTS

llllllllllllllllllllllll

EGIN

NFORMATION

f. The sponsor’s test sequence and the con-

tent of each quarterly inspection required in
§ 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 evaluator plans to accomplish spe-

cific tests during a normal continuing quali-
fication evaluation that requires the use of
special equipment or technicians, the spon-
sor 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 vi-
brations, motion, and/or some visual system
tests.

h. The continuing qualification evalua-

tions, described in § 60.19(b), will normally re-
quire 4 hours of FFS time. However, flexi-
bility is necessary to address abnormal situ-
ations or situations involving aircraft with
additional levels of complexity (e.g., com-
puter controlled aircraft). The sponsor
should anticipate that some tests may re-
quire additional time. The continuing quali-
fication evaluations will consist of the fol-
lowing:

(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 ob-

jective tests from the MQTG that provide an
adequate opportunity to evaluate the per-
formance of the FFS. The tests chosen will
be performed either automatically or manu-
ally and should be able to be conducted with-
in approximately one-third (

⁄

) of the allot-

ted FFS time.

(3) A subjective evaluation of the FFS to

perform a representative sampling of the
tasks set out in attachment 3 of this appen-
dix. This portion of the evaluation should
take approximately two-thirds (

⁄

) of the al-

lotted 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 simu-
lated malfunctions of the airplane systems.
This examination is normally accomplished
simultaneously with the subjective evalua-
tion requirements.

NFORMATION

llllllllllllllllllllllll

15. L

OGGING

FFS D

ISCREPANCIES

(§ 60.20)

EGIN

NFORMATION

No additional regulatory or informational

material applies to § 60.20. Logging FFS Dis-
crepancies.

NFORMATION

llllllllllllllllllllllll

16. I

NTERIM

UALIFICATION OF

FFS

S FOR

IRPLANE

YPES OR

ODELS

(§ 60.21)

llllllllllllllllllllllll

EGIN

NFORMATION

No additional regulatory or informational

material applies to § 60.21, Interim Qualifica-
tion of FFSs for New Airplane Types or Mod-
els.

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NFORMATION

llllllllllllllllllllllll

17. M

ODIFICATIONS TO

FFS

(§ 60.23)

EGIN

QPS R

EQUIREMENTS

a. The notification described in § 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 oper-
ation of the FFS and the results that are ex-
pected with the modification incorporated.

b. Prior to using the modified FFS:
(1) All the applicable objective tests com-

pleted with the modification incorporated,
including any necessary updates to the
MQTG (e.g., accomplishment of FSTD Direc-
tives) must be acceptable to the responsible
Flight Standards office; and

(2) The sponsor must provide the respon-

sible Flight Standards office with a state-
ment signed by the MR that the factors list-
ed in § 60.15(b) are addressed by the appro-
priate personnel as described in that section.

QPS R

EQUIREMENTS

llllllllllllllllllllllll

EGIN

NFORMATION

FSTD Directives are considered modifica-

tions 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 Di-
rectives applicable to Airplane FFSs.

NFORMATION

llllllllllllllllllllllll

18. O

PERATION

WITH

ISSING

, M

ALFUNC

TIONING

NOPERATIVE

OMPONENTS

(§ 60.25)

EGIN

NFORMATION

a. The sponsor’s responsibility with respect

to § 60.25(a) is satisfied when the sponsor fair-
ly and accurately advises the user of the cur-
rent status of an FFS, including any miss-
ing, malfunctioning, or inoperative (MMI)
component(s).

b. It is the responsibility of the instructor,

check airman, or representative of the ad-
ministrator conducting training, testing, or
checking to exercise reasonable and prudent
judgment to determine if any MMI compo-
nent is necessary for the satisfactory com-
pletion of a specific maneuver, procedure, or
task.

c. If the 29th or 30th day of the 30-day pe-

riod described in § 60.25(b) is on a Saturday, a
Sunday, or a holiday, the FAA will extend
the deadline until the next business day.

d. In accordance with the authorization de-

scribed in § 60.25(b), the sponsor may develop
a discrepancy prioritizing system to accom-

plish 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 re-
pair or replacement.

NFORMATION

llllllllllllllllllllllll

19. A

UTOMATIC

OSS OF

UALIFICATION AND

ROCEDURES

FOR

ESTORATION

UALI

FICATION

(§ 60.27)

llllllllllllllllllllllll

EGIN

NFORMATION

If the sponsor provides a plan for how the

FFS will be maintained during its out-of-
service period (e.g., periodic exercise of me-
chanical, hydraulic, and electrical systems;
routine replacement of hydraulic fluid; con-
trol of the environmental factors in which
the FFS is to be maintained) there is a
greater likelihood that the responsible
Flight Standards office will be able to deter-
mine the amount of testing required for re-
qualification.

NFORMATION

llllllllllllllllllllllll

20. O

THER

OSSES OF

UALIFICATION AND

CEDURES FOR

ESTORATION OF

UALIFICA

TION

(§ 60.29)

llllllllllllllllllllllll

EGIN

NFORMATION

If the sponsor provides a plan for how the

NFORMATION

llllllllllllllllllllllll

21. R

ECORDKEEPING AND

EPORTING

(§ 60.31)

llllllllllllllllllllllll

EGIN

QPS R

EQUIREMENTS

a. FFS modifications can include hardware

or software changes. For FFS modifications
involving software programming changes,
the record required by § 60.31(a)(2) must con-
sist of the name of the aircraft system soft-
ware, aerodynamic model, or engine model
change, the date of the change, a summary
of the change, and the reason for the change.

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b. If a coded form for record keeping is

used, it must provide for the preservation
and retrieval of information with appro-
priate security or controls to prevent the in-
appropriate alteration of such records after
the fact.

QPS R

EQUIREMENTS

llllllllllllllllllllllll

22. A

PPLICATIONS

, L

OGBOOKS

, R

EPORTS

AND

ECORDS

: F

RAUD

, F

ALSIFICATION

NCOR

RECT

TATEMENTS

(§ 60.33)

llllllllllllllllllllllll

EGIN

NFORMATION

No additional regulatory or informational

material applies to § 60.33, Applications,
Logbooks, Reports, and Records: Fraud, Fal-
sification, or Incorrect Statements.

23. S

PECIFIC

FFS C

OMPLIANCE

EQUIREMENTS

(§ 60.35)

No additional regulatory or informational

material applies to § 60.35, Specific FFS Com-
pliance Requirements.

24. [R

ESERVED

]

25. FFS Q

UALIFICATION ON THE

ASIS OF A

LATERAL

VIATION

AFETY

GREEMENT

(BASA) (§ 60.37)

No additional regulatory or informational

material applies to § 60.37, FFS Qualification
on the Basis of a Bilateral Aviation Safety
Agreement (BASA).

NFORMATION

llllllllllllllllllllllll

TTACHMENT

PPENDIX

ART

60—

ENERAL

IMULATOR

EQUIREMENTS

EGIN

QPS R

EQUIREMENTS

1. R

EQUIREMENTS

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 require-
ments 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.

QPS R

EQUIREMENTS

llllllllllllllllllllllll

EGIN

NFORMATION

2. D

ISCUSSION

a. This attachment describes the general

simulator requirements for qualifying an
airplane FFS. The sponsor should also con-
sult the objective tests in Attachment 2 of
this appendix and the examination of func-
tions and subjective tests listed in Attach-
ment 3 of this appendix to determine the
complete requirements for a specific level
simulator.

b. The material contained in this attach-

ment is divided into the following cat-
egories:

(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 require-
ments 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 con-
trol 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 evalua-
tion.

NFORMATION

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Pt. 60, App. A

ABLE

A1B—T

ABLE OF

ASKS VS

. S

IMULATOR

EVEL

QPS requirements

Information

Entry No.

Subjective requirements

In order to be qualified at the simulator qualification level indi-

cated, the simulator must be able to perform at least the

tasks associated with that level of qualification.

Simulator levels

Notes

A B C D

1. Preflight Procedures

1.a. ...........

Preflight Inspection (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 Takeoff

2.b. ...........

Instrument

Takeoff ....................................................................

X X X X

2.c. ...........

Engine Failure During 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. High

Angle of
Attack
Maneu-
vers

3.b.1 .........

Approaches

Stall ...................................................................

X X X X

3.b.2 .........

Full Stall ....................................................................................

Stall maneuvers at angles of

attack above the activation
of the stall warning system.

Required only for FSTDs

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

3.c. ...........

Engine

Failure—Multiengine

Airplane ......................................

X X X X

3.d. ...........

Engine Failure—Single-Engine Airplane ..................................

3.e. ...........

Specific Flight Characteristics incorporated into the user’s

FAA approved flight training program.

A A A A

3.f. ............

Recovery From Unusual Attitudes ............................................

Within the normal flight enve-

lope supported by applicable
simulation validation data.

3.g. ...........

Upset Prevention and Recovery Training (UPRT) ...................

Upset recovery or unusual atti-

tude training maneuvers
within the FSTD’s validation
envelope that are intended
to exceed pitch attitudes
greater than 25 degrees
nose up; pitch attitudes
greater than 10 degrees
nose down, and bank an-
gles greater than 45 de-
grees.

4. Instrument Procedures

4.a. ...........

Standard Terminal Arrival/Flight Management System Arrivals

Procedures.

X X X X

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Pt. 60, App. A

ABLE

A1B—T

ABLE OF

ASKS VS

. S

IMULATOR

EVEL

—Continued

QPS requirements

Information

Entry No.

Subjective requirements

In order to be qualified at the simulator qualification level indi-

cated, the simulator must be able to perform at least the

tasks associated with that level of qualification.

Simulator levels

Notes

A B C D

4.b. ...........

Holding ......................................................................................

X X X X

4.c. ...........

Precision Instrument.

4.c.1. ........

All Engines Operating ...............................................................

e.g., Autopilot, Manual (Flt.

Dir. Assisted), Manual (Raw
Data).

4.c.2. ........

One Engine Inoperative ............................................................

e.g., Manual (Flt. Dir. As-

sisted), Manual (Raw Data).

4.d. ...........

Non-Precision Instrument Approach .........................................

e.g., NDB, VOR, VOR/DME,

VOR/TAC, RNAV, LOC,
LOC/BC, ADF, and SDF.

4.e. ...........

Circling Approach ......................................................................

Specific authorization required.

4.f. ............

Missed Approach.

4.f.1. .........

Normal .......................................................................................

X X X X

4.f.2. .........

One

Engine

Inoperative ............................................................

X X X X

5. Landings and Approaches to Landings

5.a. ...........

Normal and Crosswind Approaches and Landings ..................

5.b. ...........

Landing From a Precision/Non-Precision Approach ................

5.c. ...........

Approach and Landing with (Simulated) Engine Failure—Mul-

tiengine Airplane.

....

R X X

5.d. ...........

Landing From Circling Approach ..............................................

5.e. ...........

Rejected

Landing ......................................................................

X X X X

5.f. ............

Landing From a No Flap or a Nonstandard Flap Configuration

Approach.

R X X

6. Normal and Abnormal Procedures

6.a. ...........

Engine (including 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 Pressurization Systems .............................

6.f. ............

Fire Detection and Extinguisher Systems ................................

6.g. ...........

Navigation and Avionics Systems ............................................

6.h. ...........

Automatic Flight Control System, Electronic Flight Instrument

System, and Related Subsystems.

X X X X

6.i. ............

Flight Control Systems ..............................................................

6.j. ............

Anti-ice and Deice Systems ......................................................

6.k. ...........

Aircraft and Personal Emergency Equipment ..........................

7. Emergency Procedures

7.a. ...........

Emergency Descent (Max. Rate) .............................................

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ABLE

A1B—T

ABLE OF

ASKS VS

. S

IMULATOR

EVEL

—Continued

QPS requirements

Information

Entry No.

Subjective requirements

In order to be qualified at the simulator qualification level indi-

cated, the simulator must be able to perform at least the

tasks associated with that level of qualification.

Simulator levels

Notes

A B C D

7.b. ...........

Inflight Fire and 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

Procedures .........................................................

X X X X

8.b. ...........

Parking

and

Securing ...............................................................

X X X X

‘‘A’’—indicates that the system, task, or procedure may be examined if the appropriate aircraft system or control is simulated in

the FSTD and is working properly.

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

ABLE

A1C—T

ABLE OF

IMULATOR

YSTEM

ASKS

QPS requirements

Information

Entry No.

Subjective requirements

In order to be qualified at the simulator qualification level indi-

cated, the simulator must be able to perform at least the

tasks associated with that level of qualification.

Simulator levels

Notes

A B C D

1. Instructor Operating Station (IOS), as appropriate

1.a. ...........

Power

switch(es) .......................................................................

X X X X

1.b. ...........

Airplane conditions ....................................................................

e.g., GW, CG, Fuel loading

and Systems.

1.c. ...........

Airports/Runways ......................................................................

X X X X e.g.,

Selection,

Surface,

Presets, Lighting controls.

1.d. ...........

Environmental

controls .............................................................

X X X X e.g.,

Clouds,

Visibility, RVR,

Temp, Wind, Ice, Snow,
Rain, and Windshear.

1.e. ...........

Airplane system malfunctions (Insertion/deletion) ....................

1.f. ............

Locks, Freezes, and 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/Positive restraint system ..........................

TTACHMENT

PPENDIX

ART

60—

FFS O

BJECTIVE

ESTS

ABLE OF

ONTENTS

Paragraph No.

Title

1. ....................

Introduction.

2. ....................

Test Requirements.

ABLE OF

ONTENTS

—Continued

Paragraph No.

Title

Table A2A, Objective Tests.

3. ....................

General.

4. ....................

Control Dynamics.

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ABLE OF

ONTENTS

—Continued

Paragraph No.

Title

5. ....................

Ground Effect.

6. ....................

Motion System.

7. ....................

Sound System.

8. ....................

Additional Information About Flight Simulator

Qualification for New or Derivative Air-
planes.

9. ....................

Engineering Simulator—Validation Data.

10. ..................

[Reserved]

11. ..................

Validation Test Tolerances.

12. ..................

Validation Data Roadmap.

13. ..................

Acceptance Guidelines for Alternative En-

gines Data.

14. ..................

Acceptance Guidelines for Alternative Avi-

onics (Flight-Related Computers and Con-
trollers).

15. ..................

Transport Delay Testing.

16. ..................

Continuing Qualification Evaluations—Vali-

dation Test Data Presentation.

17. ..................

Alternative Data Sources, Procedures, and

Instrumentation: Level A and Level B Sim-
ulators Only.

llllllllllllllllllllllll

EGIN

NFORMATION

1. I

NTRODUCTION

a. For the purposes of this attachment, the

flight conditions specified in the Flight Con-
ditions Column of Table A2A of this appen-
dix, are defined as follows:

(1) Ground—on ground, independent of air-

plane 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 rec-
ommended 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. How-
ever, each test required for FFSs is not nec-
essarily 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 loca-
tion. Following this numbering format pro-
vides a degree of commonality between the
two tables and substantially reduces the po-
tential for confusion when referring to objec-
tive test numbers for either FFSs or FTDs.

c. The reader is encouraged to review the

Airplane Flight Simulator Evaluation Hand-
book, 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 Air-
planes, 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 ob-

jective data, the wind vector should be clear-
ly noted as part of the data presentation, ex-
pressed in conventional terminology, and re-
lated to the runway being used for the test.

NFORMATION

llllllllllllllllllllllll

EGIN

QPS R

EQUIREMENTS

2. T

EST

EQUIREMENTS

a. The ground and flight tests required for

qualification are listed in Table A2A, FFS
Objective Tests. Computer generated simu-
lator test results must be provided for each
test except where an alternative test is spe-
cifically authorized by the responsible Flight
Standards office. If a flight condition or op-
erating condition is required for the test but
does not apply to the airplane being simu-
lated 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 val-
idation data described in § 60.13 and in this
appendix. Although use of a driver program
designed to automatically accomplish the
tests is encouraged for all simulators and re-
quired for Level C and Level D simulators, it
must be possible to conduct each test manu-
ally while recording all appropriate param-
eters. The results must be produced on an
appropriate recording device acceptable to
the responsible Flight Standards office and
must include simulator number, date, time,
conditions, tolerances, and appropriate de-
pendent variables portrayed in comparison
to the validation data. Time histories are re-
quired 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 pa-
rameters, tolerances, and flight conditions

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Pt. 60, App. A

for simulator validation. Tolerances are pro-
vided for the listed tests because mathe-
matical modeling and acquisition and devel-
opment 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 param-
eter, 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 max-
imum 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 attach-

ment must be supported with an SOC. In
Table A2A, requirements for SOCs are indi-
cated in the ‘‘Test Details’’ column.

d. When operational or engineering judg-

ment 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 param-
eters related to a given maneuver or flight
condition must be provided to allow overall
interpretation. When it is difficult or impos-
sible 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 cor-
rect only at the validation test points. Un-
less otherwise noted, simulator tests must
represent airplane performance and handling
qualities at operating weights and centers of
gravity (CG) typical of normal operation.
Simulator tests at extreme weight or CG
conditions may be acceptable where required
for concurrent aircraft certification testing.
Tests of handling qualities must include val-
idation 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 air-
speed, power, thrust or torque, airplane con-
figuration, altitude, and other appropriate
datum identification parameters must also
be given. If comparing short period dynam-
ics, normal acceleration may be used to es-
tablish a match to the airplane, but airspeed,
altitude, control input, airplane configura-
tion, 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 pro-
vided. 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 simu-
lator subsystem may be tested independ-
ently, but overall integrated testing of the
simulator must be accomplished to assure
that the total simulator system meets the
prescribed standards. A manual test proce-
dure 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 qualifica-
tion evaluations for any given test if the
sponsor has submitted a proposed MQTG re-
vision to the responsible Flight Standards
office and has received responsible Flight
Standards office approval.

i. Simulators are evaluated and qualified

with an engine model simulating the air-
plane 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 Air-

craft (CCA) simulators, or other highly aug-
mented 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 inde-
pendent of control state, Normal or Non-nor-
mal control data may be used. All tests in
Table A2A require test results in the Normal
control state unless specifically noted other-
wise in the Test Details section following the
CCA designation. The responsible Flight
Standards office will determine what tests
are appropriate for airplane simulation data.
When making this determination, the re-
sponsible Flight Standards office may re-
quire other levels of control state degrada-
tion for specific airplane tests. Where Non-
normal control states are required, test data
must be provided for one or more Non-nor-
mal 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 electroni-

cally generated inputs, including location of
input; and

(2) Flight control surface positions unless

test results are not affected by, or are inde-
pendent 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

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augmented configuration. Where various lev-
els 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 responsible Flight Standards office
on a case-by-case basis.

l. Some tests will not be required for air-

planes using airplane hardware in the simu-
lator flight deck (e.g., ‘‘side stick con-
troller’’). These exceptions are noted in Sec-
tion 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 spon-
sor must have supporting information to
that fact available for responsible Flight
Standards office review.

m. For objective test purposes, see Appen-

dix F of this part for the definitions of ‘‘Near
maximum,’’ ‘‘Light,’’ and ‘‘Medium’’ gross
weight.

QPS R

EQUIREMENTS

llllllllllllllllllllllll

EGIN

NFORMATION

n. In those cases where the objective test

results authorize a ‘‘snapshot test’’ or a ‘‘se-
ries 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 in-
stant 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.’’

NFORMATION

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Pt. 60, App. A

Guide for Certification of Part 23 Airplanes,
for references and examples regarding flight
testing requirements and techniques.

4. C

ONTROL

YNAMICS

a. General. The characteristics of an air-

plane flight control system have a major ef-
fect on handling qualities. A significant con-
sideration in pilot acceptability of an air-
plane is the ‘‘feel’’ provided through the
flight controls. Considerable effort is ex-
pended on airplane feel system design so that
pilots will be comfortable and will consider
the airplane desirable to fly. In order for an
FFS to be representative, it should ‘‘feel’’
like the airplane being simulated. Compli-
ance with this requirement is determined by
comparing a recording of the control feel dy-
namics of the FFS to actual airplane meas-
urements in the takeoff, cruise and landing
configurations.

(1) Recordings such as free response to an

impulse or step function are classically used
to estimate the dynamic properties of
electromechanical systems. In any case, it is
only possible to estimate the dynamic prop-
erties as a result of being able to estimate
true inputs and responses. Therefore, it is
imperative that the best possible data be col-
lected since close matching of the FFS con-
trol loading system to the airplane system is
essential. The required dynamic control
tests are described in Table A2A of this at-
tachment.

(2) For initial and upgrade evaluations, the

QPS requires that control dynamics charac-
teristics be measured and recorded directly
from the flight controls (Handling Quali-
ties—Table A2A). This procedure is usually
accomplished by measuring the free response
of the controls using a step or impulse input
to excite the system. The procedure should
be accomplished in the takeoff, cruise and
landing flight conditions and configurations.

(3) For airplanes with irreversible control

systems, measurements may be obtained on
the ground if proper pitot-static inputs are
provided to represent airspeeds typical of
those encountered in flight. Likewise, it may
be shown that for some airplanes, takeoff,
cruise, and landing configurations have like
effects. Thus, one may suffice for another. In
either case, engineering validation or air-
plane manufacturer rationale should be sub-
mitted as justification for ground tests or for
eliminating a configuration. For FFSs re-
quiring static and dynamic tests at the con-
trols, special test fixtures will not be re-
quired during initial and upgrade evalua-
tions if the QTG shows both test fixture re-
sults and the results of an alternate ap-
proach (e.g., computer plots that were pro-
duced concurrently and show satisfactory
agreement). Repeat of the alternate method
during the initial evaluation satisfies this
test requirement.

b. Control Dynamics Evaluation. The dy-

namic properties of control systems are
often stated in terms of frequency, damping
and a number of other classical measure-
ments. In order to establish a consistent
means of validating test results for FFS con-
trol loading, criteria are needed that will
clearly define the measurement interpreta-
tion and the applied tolerances. Criteria are
needed for underdamped, critically damped
and overdamped systems. In the case of an
underdamped system with very light damp-
ing, the system may be quantified in terms
of frequency and damping. In critically
damped or overdamped systems, the fre-
quency and damping are not readily meas-
ured from a response time history. There-
fore, the following suggested measurements
may be used:

(1) For Level C and D simulators. Tests to

verify that control feel dynamics represent
the airplane should show that the dynamic
damping cycles (free response of the con-
trols) match those of the airplane within
specified tolerances. The Flight Standards
Service recognizes that several different
testing methods may be used to verify the
control feel dynamic response. The respon-
sible Flight Standards office will consider
the merits of testing methods based on reli-
ability and consistency. One acceptable
method of evaluating the response and the
tolerance to be applied is described below for
the underdamped and critically damped
cases. A sponsor using this method to com-
ply with the QPS requirements should per-
form the tests as follows:

(a) Underdamped response. Two measure-

ments are required for the period, the time
to first zero crossing (in case a rate limit is
present) and the subsequent frequency of os-
cillation. It is necessary to measure cycles
on an individual basis in case there are non-
uniform periods in the response. Each period
will be independently compared to the re-
spective period of the airplane control sys-
tem and, consequently, will enjoy the full
tolerance specified for that period. The
damping tolerance will be applied to over-
shoots on an individual basis. Care should be
taken when applying the tolerance to small
overshoots since the significance of such
overshoots becomes questionable. Only those
overshoots larger than 5 per cent of the total
initial displacement should be considered.
The residual band, labeled T(A

) on Figure

A2A is

5 percent of the initial displacement

amplitude A

from the steady state value of

the oscillation. Only oscillations outside the
residual band are considered significant.
When comparing FFS data to airplane data,
the process should begin by overlaying or
aligning the FFS and airplane steady state
values and then comparing amplitudes of os-
cillation peaks, the time of the first zero
crossing and individual periods of oscilla-
tion. The FFS should show the same number

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Pt. 60, App. A

of significant overshoots to within one when
compared against the airplane data. The pro-
cedure for evaluating the response is illus-
trated in Figure A2A.

(b) Critically damped and overdamped re-

sponse. Due to the nature of critically
damped and overdamped responses (no over-
shoots), the time to reach 90 percent of the
steady state (neutral point) value should be
the same as the airplane within

10 percent.

Figure A2B illustrates the procedure.

that exhibit characteristics other than clas-
sical overdamped or underdamped responses
should meet specified tolerances. In addi-
tion, special consideration should be given to
ensure that significant trends are main-
tained.

(2) Tolerances.
(a) The following table summarizes the tol-

erances, T, for underdamped systems, and
‘‘n’’ is the sequential period of a full cycle of
oscillation. See Figure A2A of this attach-
ment for an illustration of the referenced
measurements.

T(P

) ..........

10% of P

T(P

) ..........

20% of P

T(P

) ..........

30% of P

T(P

) ..........

10(n + 1)% of P

T(A

) ..........

10% of A

T(A

) ..........

5% of A

= residual

band.

Significant overshoots, First overshoot

and

1 subsequent overshoots.

(b) The following tolerance applies to criti-

cally damped and overdamped systems only.
See Figure A2B for an illustration of the ref-
erence measurements:

T(P

) ..........

10% of P

NFORMATION

llllllllllllllllllllllll

EGIN

QPS R

EQUIREMENT

c. Alternative method for control dynam-

ics evaluation.

(1) An alternative means for validating

control dynamics for aircraft with hydrau-
lically powered flight controls and artificial
feel systems is by the measurement of con-
trol force and rate of movement. For each
axis of pitch, roll, and yaw, the control must
be forced to its maximum extreme position
for the following distinct rates. These tests
are conducted under normal flight and
ground conditions.

(a) Static test—Slowly move the control so

that a full sweep is achieved within 95 to 105
seconds. A full sweep is defined as movement
of the controller from neutral to the stop,
usually aft or right stop, then to the oppo-
site stop, then to the neutral position.

(b) Slow dynamic test—Achieve a full

sweep within 8–12 seconds.

sweep within 3–5 seconds.

OTE

: Dynamic sweeps may be limited to

forces not exceeding 100 lbs. (44.5 daN).

(d) Tolerances

(i) Static test; see Table A2A, FFS Objec-

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

(ii) Dynamic test—

2 lbs (0.9 daN) or

10%

on dynamic increment above static test.

QPS R

EQUIREMENT

llllllllllllllllllllllll

EGIN

NFORMATION

d. The FAA is open to alternative means

such as the one described above. The alter-
natives should be justified and appropriate
to the application. For example, the method
described here may not apply to all manufac-
turers’ systems and certainly not to aircraft
with reversible control systems. Each case is
considered on its own merit on an ad hoc
basis. If the FAA finds that alternative
methods do not result in satisfactory per-
formance, more conventionally accepted
methods will have to be used.

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Pt. 60, App. A

5. G

ROUND

FFECT

a. For an FFS to be used for take-off and

landing (not applicable to Level A simula-
tors in that the landing maneuver may not
be credited in a Level A simulator) it should
reproduce the aerodynamic changes that
occur in ground effect. The parameters cho-
sen for FFS validation should indicate these
changes.

(1) A dedicated test should be provided that

will validate the aerodynamic ground effect
characteristics.

(2) The organization performing the flight

tests may select appropriate test methods
and procedures to validate ground effect.
However, the flight tests should be per-
formed with enough duration near the
ground to sufficiently validate the ground-
effect model.

b. The responsible Flight Standards office

will consider the merits of testing methods
based on reliability and consistency. Accept-
able methods of validating ground effect are
described below. If other methods are pro-
posed, rationale should be provided to con-
clude that the tests performed validate the
ground-effect model. A sponsor using the

methods described below to comply with the
QPS requirements should perform the tests
as follows:

(1) Level fly-bys. The level fly-bys should

be conducted at a minimum of three alti-
tudes within the ground effect, including one
at no more than 10% of the wingspan above
the ground, one each at approximately 30%
and 50% of the wingspan where height refers
to main gear tire above the ground. In addi-
tion, one level-flight trim condition should
be conducted out of ground effect (e.g., at
150% of wingspan).

(2) Shallow approach landing. The shallow

approach landing should be performed at a
glide slope of approximately one degree with
negligible pilot activity until flare.

c. The lateral-directional characteristics

are also altered by ground effect. For exam-
ple, because of changes in lift, roll damping
is affected. The change in roll damping will
affect other dynamic modes usually evalu-
ated for FFS validation. In fact, Dutch roll
dynamics, spiral stability, and roll-rate for a
given lateral control input are altered by
ground effect. Steady heading sideslips will
also be affected. These effects should be ac-
counted for in the FFS modeling. Several

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Pt. 60, App. A

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

6. M

OTION

YSTEM

a. General.
(1) Pilots use continuous information sig-

nals to regulate the state of the airplane. In
concert with the instruments and outside-
world visual information, whole-body motion
feedback is essential in assisting the pilot to
control the airplane dynamics, particularly
in the presence of external disturbances. The
motion system should meet basic objective
performance criteria, and should be subjec-
tively tuned at the pilot’s seat position to
represent the linear and angular accelera-
tions of the airplane during a prescribed
minimum set of maneuvers and conditions.
The response of the motion cueing system
should also be repeatable.

(2) The Motion System tests in Section 3 of

Table A2A are intended to qualify the FFS
motion cueing system from a mechanical
performance standpoint. Additionally, the
list of motion effects provides a representa-
tive sample of dynamic conditions that
should be present in the flight simulator. An
additional list of representative, training-
critical maneuvers, selected from Section 1
(Performance tests), and Section 2 (Handling
Qualities tests), in Table A2A, that should be
recorded during initial qualification (but
without tolerance) to indicate the flight sim-
ulator motion cueing performance signature
have been identified (reference Section 3.e).
These tests are intended to help improve the
overall standard of FFS motion cueing.

b. Motion System Checks. The intent of

test 3a, Frequency Response, and test 3b,
Turn-Around Check, as described in the
Table of Objective Tests, are to demonstrate
the performance of the motion system hard-
ware, and to check the integrity of the mo-
tion set-up with regard to calibration and
wear. These tests are independent of the mo-
tion cueing software and should be consid-
ered robotic tests.

c. Motion System Repeatability. The in-

tent of this test is to ensure that the motion
system software and motion system hard-
ware have not degraded or changed over
time. This diagnostic test should be com-
pleted during continuing qualification
checks in lieu of the robotic tests. This will
allow an improved ability to determine
changes in the software or determine deg-
radation in the hardware. The following in-
formation delineates the methodology that
should be used for this test.

(1) Input: The inputs should be such that

rotational accelerations, rotational rates,
and linear accelerations are inserted before

the transfer from airplane center of gravity
to pilot reference point with a minimum am-
plitude of 5 deg/sec/sec, 10 deg/sec and 0.3 g,
respectively, to provide adequate analysis of
the output.

(2) Recommended output:
(a) Actual platform linear accelerations;

the output will comprise accelerations due
to both the linear and rotational motion ac-
celeration;

(b) Motion actuators position.
d. Objective Motion Cueing Test—Fre-

quency Domain

(1) Background. This test quantifies the re-

sponse of the motion cueing system from the
output of the flight model to the motion
platform response. Other motion tests, such
as the motion system frequency response,
concentrate on the mechanical performance
of the motion system hardware alone. The
intent of this test is to provide quantitative
frequency response records of the entire mo-
tion system for specified degree-of-freedom
transfer relationships over a range of fre-
quencies. This range should be representa-
tive of the manual control range for that
particular aircraft type and the simulator as
set up during qualification. The measure-
ments of this test should include the com-
bined influence of the motion cueing algo-
rithm, the motion platform dynamics, and
the transport delay associated with the mo-
tion cueing and control system implementa-
tion. Specified frequency responses describ-
ing the ability of the FSTD to reproduce air-
craft translations and rotations, as well as
the cross-coupling relations, are required as
part of these measurements. When simu-
lating forward aircraft acceleration, the sim-
ulator is accelerated momentarily in the for-
ward direction to provide the onset cueing.
This is considered the direct transfer rela-
tion. The simulator is simultaneously tilted
nose-up due to the low-pass filter in order to
generate a sustained specific force. The tilt
associated with the generation of the sus-
tained specific force, and the angular rates
and angular accelerations associated with
the initiation of the sustained specific force,
are considered cross-coupling relations. The
specific force is required for the perception
of the aircraft sustained specific force, while
the angular rates and accelerations do not
occur in the aircraft and should be mini-
mized.

(2) Frequency response test. This test re-

quires the frequency response to be measured
for the motion cueing system. Reference si-
nusoidal signals are inserted at the pilot ref-
erence position prior to the motion cueing
computations. The response of the motion
platform in the corresponding degree-of-free-
dom (the direct transfer relations), as well as
the motions resulting from cross-coupling
(the cross-coupling relations), are recorded.
These are the tests that are important to

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Pt. 60, App. A

pilot motion cueing and are general tests ap-
plicable to all types of airplanes.

(3) This test is only required to be run once

for the initial qualification of the FSTD and
will not be required for continuing qualifica-
tion purposes. The FAA will accept test re-
sults provided by the FSTD manufacturer as
part of a Statement of Compliance con-
firming that the objective motion cueing
tests were used to assist in the tuning of the
FSTD’s motion cueing algorithms.

e. Motion Vibrations.
(1) Presentation of results. The char-

acteristic motion vibrations may be used to
verify that the flight simulator can repro-
duce the frequency content of the airplane
when flown in specific conditions. The test
results should be presented as a Power Spec-
tral Density (PSD) plot with frequencies on
the horizontal axis and amplitude on the
vertical axis. The airplane data and flight
simulator data should be presented in the
same format with the same scaling. The al-
gorithms used for generating the flight simu-
lator data should be the same as those used
for the airplane data. If they are not the
same then the algorithms used for the flight
simulator data should be proven to be suffi-
ciently comparable. As a minimum, the re-
sults along the dominant axes should be pre-
sented and a rationale for not presenting the
other axes should be provided.

(2) Interpretation of results. The overall

trend of the PSD plot should be considered
while focusing on the dominant frequencies.
Less emphasis should be placed on the dif-
ferences at the high frequency and low am-
plitude portions of the PSD plot. During the
analysis, certain structural components of
the flight simulator have resonant fre-
quencies that are filtered and may not ap-
pear in the PSD plot. If filtering is required,
the notch filter bandwidth should be limited
to 1 Hz to ensure that the buffet feel is not
adversely affected. In addition, a rationale
should be provided to explain that the char-
acteristic motion vibration is not being ad-
versely affected by the filtering. The ampli-
tude should match airplane data as described
below. However, if the PSD plot was altered
for subjective reasons, a rationale should be
provided to justify the change. If the plot is
on a logarithmic scale, it may be difficult to
interpret the amplitude of the buffet in
terms of acceleration. For example, a 1

g-rms

/Hz would describe a heavy buffet

and may be seen in the deep stall regime. Al-
ternatively, a 1

g-rms

/Hz buffet is al-

most not perceivable; but may represent a
flap buffet at low speed. The previous two ex-
amples differ in magnitude by 1000. On a PSD
plot this represents three decades (one dec-
ade is a change in order of magnitude of 10;
and two decades is a change in order of mag-
nitude of 100).

OTE

: In the example, ‘‘g-rms

is the math-

ematical expression for ‘‘g’s root mean
squared.’’

7. S

OUND

YSTEM

a. General. The total sound environment in

the airplane is very complex, and changes
with atmospheric conditions, airplane con-
figuration, airspeed, altitude, and power set-
tings. Flight deck sounds are an important
component of the flight deck operational en-
vironment and provide valuable information
to the flight crew. These aural cues can ei-
ther assist the crew (as an indication of an
abnormal situation), or hinder the crew (as a
distraction or nuisance). For effective train-
ing, the flight simulator should provide
flight deck sounds that are perceptible to the
pilot during normal and abnormal oper-
ations, and comparable to those of the air-
plane. The flight simulator operator should
carefully evaluate background noises in the
location where the device will be installed.
To demonstrate compliance with the sound
requirements, the objective or validation
tests in this attachment were selected to
provide a representative sample of normal
static conditions typically experienced by a
pilot.

b. Alternate propulsion. For FFS with

multiple propulsion configurations, any con-
dition listed in Table A2A of this attachment
should be presented for evaluation as part of
the QTG if identified by the airplane manu-
facturer or other data supplier as signifi-
cantly different due to a change in propul-
sion system (engine or propeller).

c. Data and Data Collection System.
(1) Information provided to the flight simu-

lator manufacturer should be presented in
the format suggested by the International
Air Transport Association (IATA) ‘‘Flight
Simulator Design and Performance Data Re-
quirements,’’ as amended. This information
should contain calibration and frequency re-
sponse data.

(2) The system used to perform the tests

listed in Table A2A should comply with the
following standards:

(a) The specifications for octave, half oc-

tave, and third octave band filter sets may
be found in American National Standards In-
stitute (ANSI) S1.11–1986;

(b) Measurement microphones should be

type WS2 or better, as described in Inter-
national Electrotechnical Commission (IEC)
1094–4–1995.

(3) Headsets. If headsets are used during

normal operation of the airplane they should
also be used during the flight simulator eval-
uation.

(4) Playback equipment. Playback equip-

ment and recordings of the QTG conditions
should be provided during initial evalua-
tions.

(5) Background noise.

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(a) Background noise is the noise in the

flight simulator that is not associated with
the airplane, but is caused by the flight sim-
ulator’s cooling and hydraulic systems and
extraneous noise from other locations in the
building. Background noise can seriously im-
pact the correct simulation of airplane
sounds and should be kept below the airplane
sounds. In some cases, the sound level of the
simulation can be increased to compensate
for the background noise. However, this ap-
proach is limited by the specified tolerances
and by the subjective acceptability of the
sound environment to the evaluation pilot.

(b) The acceptability of the background

noise levels is dependent upon the normal
sound levels in the airplane being rep-
resented. Background noise levels that fall
below the lines defined by the following
points, may be acceptable:

(i) 70 dB @ 50 Hz;
(ii) 55 dB @ 1000 Hz;
(iii) 30 dB @ 16 kHz
(N

OTE

: These limits are for unweighted

⁄

octave band sound levels. Meeting these lim-
its for background noise does not ensure an
acceptable flight simulator. Airplane sounds
that fall below this limit require careful re-
view and may require lower limits on back-
ground noise.)

(6) Validation testing. Deficiencies in air-

plane recordings should be considered when
applying the specified tolerances to ensure
that the simulation is representative of the
airplane. Examples of typical deficiencies
are:

(a) Variation of data between tail numbers;
(b) Frequency response of microphones;
(c) Repeatability of the measurements.

ABLE

A2B—E

XAMPLE OF

ONTINUING

UALI

FICATION

REQUENCY

ESPONSE

EST

ERANCE

Band center

frequency

Initial results

(dBSPL)

Continuing

qualification

results

(dBSPL)

Absolute

difference

50 .....................

75.0 73.8 1.2

63 .....................

75.9 75.6 0.3

80 .....................

77.1 76.5 0.6

100 ...................

78.0 78.3 0.3

125 ...................

81.9 81.3 0.6

160 ...................

79.8 80.1 0.3

200 ...................

83.1 84.9 1.8

250 ...................

78.6 78.9 0.3

315 ...................

79.5 78.3 1.2

400 ...................

80.1 79.5 0.6

500 ...................

80.7 79.8 0.9

630 ...................

81.9 80.4 1.5

800 ...................

73.2 74.1 0.9

1000 .................

79.2 80.1 0.9

1250 .................

80.7 82.8 2.1

1600 .................

81.6 78.6 3.0

2000 .................

76.2 74.4 1.8

2500 .................

79.5 80.7 1.2

3150 .................

80.1 77.1 3.0

4000 .................

78.9 78.6 0.3

5000 .................

80.1 77.1 3.0

ABLE

A2B—E

XAMPLE OF

ONTINUING

UALI

FICATION

REQUENCY

ESPONSE

EST

ERANCE

—Continued

Band center

frequency

Initial results

(dBSPL)

Continuing

qualification

results

(dBSPL)

Absolute

difference

6300 .................

80.7 80.4 0.3

8000 .................

84.3 85.5 1.2

10000 ...............

81.3 79.8 1.5

12500 ...............

80.7 80.1 0.6

16000 ...............

71.1 71.1 0.0

Average ....

....................

......................

1.1

8. A

DDITIONAL

NFORMATION

BOUT

LIGHT

IMULATOR

UALIFICATION FOR

EW OR

RIVATIVE

IRPLANES

a. Typically, an airplane manufacturer’s

approved final data for performance, han-
dling qualities, systems or avionics is not
available until well after a new or derivative
airplane has entered service. However, flight
crew training and certification often begins
several months prior to the entry of the first
airplane into service. Consequently, it may
be necessary to use preliminary data pro-
vided by the airplane manufacturer for in-
terim qualification of flight simulators.

b. In these cases, the responsible Flight

Standards office may accept certain par-
tially validated preliminary airplane and
systems data, and early release (‘‘red label’’)
avionics data in order to permit the nec-
essary program schedule for training, certifi-
cation, and service introduction.

c. Simulator sponsors seeking qualifica-

tion based on preliminary data should con-
sult the responsible Flight Standards office
to make special arrangements for using pre-
liminary data for flight simulator qualifica-
tion. The sponsor should also consult the air-
plane and flight simulator manufacturers to
develop a data plan and flight simulator
qualification plan.

d. The procedure to be followed to gain the

responsible Flight Standards office accept-
ance of preliminary data will vary from case
to case and between airplane manufacturers.
Each airplane manufacturer’s new airplane
development and test program is designed to
suit the needs of the particular project and
may not contain the same events or se-
quence of events as another manufacturer’s
program, or even the same manufacturer’s
program for a different airplane. Therefore,
there cannot be a prescribed invariable pro-
cedure for acceptance of preliminary data,
but instead there should be a statement de-
scribing the final sequence of events, data
sources, and validation procedures agreed by
the simulator sponsor, the airplane manufac-
turer, the flight simulator manufacturer,
and the responsible Flight Standards office.

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Pt. 60, App. A

OTE

: A description of airplane manufac-

turer-provided data needed for flight simu-
lator modeling and validation is to be found
in the IATA Document ‘‘Flight Simulator
Design and Performance Data Require-
ments,’’ as amended.

e. The preliminary data should be the man-

ufacturer’s best representation of the air-
plane, with assurance that the final data will
not significantly deviate from the prelimi-
nary estimates. Data derived from these pre-
dictive or preliminary techniques should be
validated against available sources includ-
ing, at least, the following:

(1) Manufacturer’s engineering report. The

report should explain the predictive method
used and illustrate past success of the meth-
od on similar projects. For example, the
manufacturer could show the application of
the method to an earlier airplane model or
predict the characteristics of an earlier
model and compare the results to final data
for that model.

(2) Early flight test results. This data is

often derived from airplane certification
tests, and should be used to maximum ad-
vantage for early flight simulator valida-
tion. Certain critical tests that would nor-
mally be done early in the airplane certifi-
cation program should be included to vali-
date essential pilot training and certifi-
cation maneuvers. These include cases where
a pilot is expected to cope with an airplane
failure mode or an engine failure. Flight test
data that will be available early in the flight
test program will depend on the airplane
manufacturer’s flight test program design
and may not be the same in each case. The
flight test program of the airplane manufac-
turer should include provisions for genera-
tion of very early flight test results for
flight simulator validation.

f. The use of preliminary data is not indefi-

nite. The airplane manufacturer’s final data
should be available within 12 months after
the airplane’s first entry into service or as
agreed by the responsible Flight Standards
office, the simulator sponsor, and the air-
plane manufacturer. When applying for in-
terim qualification using preliminary data,
the simulator sponsor and the responsible
Flight Standards office should agree on the
update program. This includes specifying
that the final data update will be installed in
the flight simulator within a period of 12
months following the final data release, un-
less special conditions exist and a different
schedule is acceptable. The flight simulator
performance and handling validation would
then be based on data derived from flight
tests or from other approved sources. Initial
airplane systems data should be updated
after engineering tests. Final airplane sys-
tems data should also be used for flight sim-
ulator programming and validation.

g. Flight simulator avionics should stay

essentially in step with airplane avionics

(hardware and software) updates. The per-
mitted time lapse between airplane and
flight simulator updates should be minimal.
It may depend on the magnitude of the up-
date and whether the QTG and pilot training
and certification are affected. Differences in
airplane and flight simulator avionics
versions and the resulting effects on flight
simulator qualification should be agreed be-
tween the simulator sponsor and the respon-
sible Flight Standards office. Consultation
with the flight simulator manufacturer is de-
sirable throughout the qualification process.

h. The following describes an example of

the design data and sources that might be
used in the development of an interim quali-
fication plan.

(1) The plan should consist of the develop-

ment of a QTG based upon a mix of flight
test and engineering simulation data. For
data collected from specific airplane flight
tests or other flights, the required design
model or data changes necessary to support
an acceptable Proof of Match (POM) should
be generated by the airplane manufacturer.

(2) For proper validation of the two sets of

data, the airplane manufacturer should com-
pare their simulation model responses
against the flight test data, when driven by
the same control inputs and subjected to the
same atmospheric conditions as recorded in
the flight test. The model responses should
result from a simulation where the following
systems are run in an integrated fashion and
are consistent with the design data released
to the flight simulator manufacturer:

(a) Propulsion;
(b) Aerodynamics;
(c) Mass properties;
(d) Flight controls;
(e) Stability augmentation; and
(f) Brakes/landing gear.
i. A qualified test pilot should be used to

assess handling qualities and performance
evaluations for the qualification of flight
simulators of new airplane types.

NFORMATION

llllllllllllllllllllllll

EGIN

QPS R

EQUIREMENT

9. E

NGINEERING

IMULATOR

—V

ALIDATION

ATA

a. When a fully validated simulation (i.e.,

validated with flight test results) is modified
due to changes to the simulated airplane
configuration, the airplane manufacturer or
other acceptable data supplier must coordi-
nate with the responsible Flight Standards
office if they propose to supply validation
data from an ‘‘audited’’ engineering simu-
lator/simulation to selectively supplement
flight test data. The responsible Flight
Standards office must be provided an oppor-
tunity to audit the engineering simulation

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Pt. 60, App. A

or the engineering simulator used to gen-
erate the validation data. Validation data
from an audited engineering simulation may
be used for changes that are incremental in
nature. Manufacturers or other data sup-
pliers must be able to demonstrate that the
predicted changes in aircraft performance
are based on acceptable aeronautical prin-
ciples with proven success history and valid
outcomes. This must include comparisons of
predicted and flight test validated data.

b. Airplane manufacturers or other accept-

able data suppliers seeking to use an engi-
neering simulator for simulation validation
data as an alternative to flight-test derived
validation data, must contact the respon-
sible Flight Standards office and provide the
following:

(1) A description of the proposed aircraft

changes, a description of the proposed sim-
ulation model changes, and the use of an in-
tegral configuration management process,
including a description of the actual simula-
tion model modifications that includes a
step-by-step description leading from the
original model(s) to the current model(s).

(2) A schedule for review by the responsible

Flight Standards office of the proposed plan
and the subsequent validation data to estab-
lish acceptability of the proposal.

(3) Validation data from an audited engi-

neering simulator/simulation to supplement
specific segments of the flight test data.

c. To be qualified to supply engineering

simulator validation data, for aerodynamic,
engine, flight control, or ground handling
models, an airplane manufacturer or other
acceptable data supplier must:

(1) Be able to verify their ability able to:
(a) Develop and implement high fidelity

simulation models; and

(b) Predict the handling and performance

characteristics of an airplane with sufficient
accuracy to avoid additional flight test ac-
tivities for those handling and performance
characteristics.

(2) Have an engineering simulator that:
(a) Is a physical entity, complete with a

flight deck representative of the simulated
class of airplane;

(b) Has controls sufficient for manual

flight;

manner;

(d) Has fully flight-test validated simula-

tion models as the original or baseline sim-
ulation models;

(e) Has an out-of-the-flight deck visual sys-

tem;

(f) Has actual avionics boxes interchange-

able with the equivalent software simula-
tions to support validation of released soft-
ware;

(g) Uses the same models as released to the

training community (which are also used to
produce stand-alone proof-of-match and
checkout documents);

(h) Is used to support airplane development

and certification; and

(i) Has been found to be a high fidelity rep-

resentation of the airplane by the manufac-
turer’s pilots (or other acceptable data sup-
plier), certificate holders, and the respon-
sible Flight Standards office.

(3) Use the engineering simulator/simula-

tion to produce a representative set of inte-
grated proof-of-match cases.

(4) Use a configuration control system cov-

ering hardware and software for the oper-
ating components of the engineering simu-
lator/simulation.

(5) Demonstrate that the predicted effects

of the change(s) are within the provisions of
sub-paragraph ‘‘a’’ of this section, and con-
firm that additional flight test data are not
required.

d. Additional Requirements for Validation

Data

(1) When used to provide validation data,

an engineering simulator must meet the sim-
ulator standards currently applicable to
training simulators except for the data pack-
age.

(2) The data package used must be:
(a) Comprised of the engineering pre-

dictions derived from the airplane design, de-
velopment, or certification process;

(b) Based on acceptable aeronautical prin-

ciples with proven success history and valid
outcomes for aerodynamics, engine oper-
ations, avionics operations, flight control ap-
plications, or ground handling;

and

(d) Applicable to the configuration of a

production airplane, as opposed to a flight-
test airplane.

(3) Where engineering simulator data are

used as part of a QTG, an essential match
must exist between the training simulator
and the validation data.

(4) Training flight simulator(s) using these

baseline and modified simulation models
must be qualified to at least internationally
recognized standards, such as contained in
the ICAO Document 9625, the ‘‘Manual of Cri-
teria for the Qualification of Flight Simula-
tors.’’

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10. [R

ESERVED

]

11. V

ALIDATION

EST

OLERANCES

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NFORMATION

a. Non-Flight-Test Tolerances
(1) If engineering simulator data or other

non-flight-test data are used as an allowable

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Pt. 60, App. A

form of reference validation data for the ob-
jective tests listed in Table A2A of this at-
tachment, the data provider must supply a
well-documented mathematical model and
testing procedure that enables a replication
of the engineering simulation results within
40% of the corresponding flight test toler-
ances.

b. Background
(1) The tolerances listed in Table A2A of

this attachment are designed to measure the
quality of the match using flight-test data as
a reference.

(2) Good engineering judgment should be

applied to all tolerances in any test. A test
is failed when the results clearly fall outside
of the prescribed tolerance(s).

(3) Engineering simulator data are accept-

able because the same simulation models
used to produce the reference data are also
used to test the flight training simulator
(i.e., the two sets of results should be ‘‘es-
sentially’’ similar).

(4) The results from the two sources may

differ for the following reasons:

(a) Hardware (avionics units and flight

controls);

(b) Iteration rates;
(c) Execution order;
(d) Integration methods;
(e) Processor architecture;
(f) Digital drift, including:
(i) Interpolation methods;
(ii) Data handling differences; and
(iii) Auto-test trim tolerances.
(5) The tolerance limit between the ref-

erence data and the flight simulator results
is generally 40 percent of the corresponding
‘flight-test’ tolerances. However, there may
be cases where the simulator models used are
of higher fidelity, or the manner in which
they are cascaded in the integrated testing
loop have the effect of a higher fidelity, than
those supplied by the data provider. Under
these circumstances, it is possible that an
error greater than 40 percent may be gen-
erated. An error greater than 40 percent may
be acceptable if simulator sponsor can pro-
vide an adequate explanation.

(6) Guidelines are needed for the applica-

tion of tolerances to engineering-simulator-
generated validation data because:

(a) Flight-test data are often not available

due to technical reasons;

(b) Alternative technical solutions are

being advanced; and

12. V

ALIDATION

ATA

OADMAP

a. Airplane manufacturers or other data

suppliers should supply a validation data
roadmap (VDR) document as part of the data
package. A VDR document contains guid-
ance material from the airplane validation
data supplier recommending the best pos-
sible sources of data to be used as validation
data in the QTG. A VDR is of special value
when requesting interim qualification, quali-
fication of simulators for airplanes certifi-
cated prior to 1992, and qualification of alter-
nate engine or avionics fits. A sponsor seek-
ing to have a device qualified in accordance
with the standards contained in this QPS ap-
pendix should submit a VDR to the respon-
sible Flight Standards office as early as pos-
sible in the planning stages. The responsible
Flight Standards office is the final authority
to approve the data to be used as validation
material for the QTG.

b. The VDR should identify (in matrix for-

mat) sources of data for all required tests. It
should also provide guidance regarding the
validity of these data for a specific engine
type, thrust rating configuration, and the re-
vision levels of all avionics affecting air-
plane handling qualities and performance.
The VDR should include rationale or expla-
nation in cases where data or parameters are
missing, engineering simulation data are to
be used, flight test methods require expla-
nation, or there is any deviation from data
requirements. Additionally, the document
should refer to other appropriate sources of
validation data (e.g., sound and vibration
data documents).

c. The Sample Validation Data Roadmap

(VDR) for airplanes, shown in Table A2C, de-
picts a generic roadmap matrix identifying
sources of validation data for an abbreviated
list of tests. This document is merely a sam-
ple and does not provide actual data. A com-
plete matrix should address all test condi-
tions and provide actual data and data
sources.

d. Two examples of rationale pages are pre-

sented in Appendix F of the IATA ‘‘Flight
Simulator Design and Performance Data Re-
quirements.’’ These illustrate the type of
airplane and avionics configuration informa-
tion and descriptive engineering rationale
used to describe data anomalies or provide
an acceptable basis for using alternative
data for QTG validation requirements.

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Pt. 60, App. A

EGIN

NFORMATION

llllllllllllllllllllllll

13. A

CCEPTANCE

UIDELINES FOR

LTERNATIVE

NGINES

ATA

a. Background

(1) For a new airplane type, the majority of

flight validation data are collected on the
first airplane configuration with a ‘‘base-
line’’ engine type. These data are then used
to validate all flight simulators representing
that airplane type.

(2) Additional flight test validation data

may be needed for flight simulators rep-
resenting an airplane with engines of a dif-
ferent type than the baseline, or for engines
with thrust rating that is different from pre-
viously validated configurations.

(3) When a flight simulator with alternate

engines is to be qualified, the QTG should
contain tests against flight test validation
data for selected cases where engine dif-
ferences are expected to be significant.

b. Approval Guidelines For Validating

Alternate Engine Applications

(1) The following guidelines apply to flight

simulators representing airplanes with alter-
nate engine applications or with more than
one engine type or thrust rating.

(2) Validation tests can be segmented into

two groups, those that are dependent on en-
gine type or thrust rating and those that are
not.

(3) For tests that are independent of engine

type or thrust rating, the QTG can be based
on validation data from any engine applica-
tion. Tests in this category should be des-
ignated as independent of engine type or
thrust rating.

(4) For tests that are affected by engine

type, the QTG should contain selected en-
gine-specific flight test data sufficient to
validate that particular airplane-engine con-
figuration. These effects may be due to en-
gine dynamic characteristics, thrust levels
or engine-related airplane configuration
changes. This category is primarily charac-
terized by variations between different en-
gine manufacturers’ products, but also in-
cludes differences due to significant engine
design changes from a previously flight-vali-
dated configuration within a single engine
type. See Table A2D, Alternate Engine Vali-
dation Flight Tests in this section for a list
of acceptable tests.

(5) Alternate engine validation data should

be based on flight test data, except as noted
in sub-paragraphs 13.c.(1) and (2), or where
other data are specifically allowed (e.g., en-
gineering simulator/simulation data). If cer-
tification of the flight characteristics of the
airplane with a new thrust rating (regardless
of percentage change) does require certifi-
cation flight testing with a comprehensive

stability and control flight instrumentation
package, then the conditions described in
Table A2D in this section should be obtained
from flight testing and presented in the
QTG. Flight test data, other than throttle
calibration data, are not required if the new
thrust rating is certified on the airplane
without need for a comprehensive stability
and control flight instrumentation package.

(6) As a supplement to the engine-specific

flight tests listed in Table A2D and baseline
engine-independent tests, additional engine-
specific engineering validation data should
be provided in the QTG, as appropriate, to fa-
cilitate running the entire QTG with the al-
ternate engine configuration. The sponsor
and the responsible Flight Standards office
should agree in advance on the specific vali-
dation tests to be supported by engineering
simulation data.

(7) A matrix or VDR should be provided

with the QTG indicating the appropriate val-
idation data source for each test.

(8) The flight test conditions in Table A2D

are appropriate and should be sufficient to
validate implementation of alternate en-
gines in a flight simulator.

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EQUIREMENT

c. Test Requirements

(1) The QTG must contain selected engine-

specific flight test data sufficient to validate
the alternative thrust level when:

(a) the engine type is the same, but the

thrust rating exceeds that of a previously
flight-test validated configuration by five
percent (5%) or more; or

(b) the engine type is the same, but the

thrust rating is less than the lowest pre-
viously flight-test validated rating by fifteen
percent (15%) or more. See Table A2D for a
list of acceptable tests.

(2) Flight test data is not required if the

thrust increase is greater than 5%, but flight
tests have confirmed that the thrust in-
crease does not change the airplane’s flight
characteristics.

(3) Throttle calibration data (i.e., com-

manded power setting parameter versus
throttle position) must be provided to vali-
date all alternate engine types and engine
thrust ratings that are higher or lower than
a previously validated engine. Data from a
test airplane or engineering test bench with
the correct engine controller (both hardware
and software) are required.

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EQUIREMENT

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Pt. 60, App. A

ABLE

A2D—A

LTERNATIVE

NGINE

ALIDATION

LIGHT

ESTS

Entry No.

Test description

Alternative

engine type

Alternative

thrust rating

1.b.1., 1.b.4. ......................

Normal take-off/ground acceleration time and distance

1.b.2. .................................

mcg

, if performed for airplane certification

1.b.5. .................................
1.b.8. .................................

Engine-out take-off
Dynamic engine failure after take-off.

Either test

may be
performed.

1.b.7. .................................

Rejected take-off if performed for airplane certification

1.d.1. .................................

Cruise performance

1.f.1., 1.f.2. ........................

Engine acceleration and deceleration

2.a.7. .................................

Throttle calibration

2.c.1. .................................

Power change dynamics (acceleration)

2.d.1. .................................

mca

if performed for airplane certification

2.d.5. .................................

Engine inoperative trim

2.e.1. .................................

Normal landing

Must be provided for all changes in engine type or thrust rating; see paragraph 13.c.(3).

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

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NFORMATION

14. A

CCEPTANCE

UIDELINES FOR

LTERNATIVE

VIONICS

LIGHT

-R

ELATED

OMPUTERS AND

ONTROLLERS

)

a. Background

(1) For a new airplane type, the majority of

flight validation data are collected on the
first airplane configuration with a ‘‘base-
line’’ flight-related avionics ship-set; (see
subparagraph b.(2) of this section). These
data are then used to validate all flight sim-
ulators representing that airplane type.

(2) Additional validation data may be re-

quired for flight simulators representing an
airplane with avionics of a different hard-
ware design than the baseline, or a different
software revision than previously validated
configurations.

(3) When a flight simulator with additional

or alternate avionics configurations is to be
qualified, the QTG should contain tests
against validation data for selected cases
where avionics differences are expected to be
significant.

b. Approval Guidelines for Validating

Alternate Avionics

(1) The following guidelines apply to flight

simulators representing airplanes with a re-
vised avionics configuration, or more than
one avionics configuration.

(2) The baseline validation data should be

based on flight test data, except where other
data are specifically allowed (e.g., engineer-
ing flight simulator data).

(3) The airplane avionics can be segmented

into two groups, systems or components
whose functional behavior contributes to the
aircraft response presented in the QTG re-

sults, and systems that do not. The following
avionics are examples of contributory sys-
tems for which hardware design changes or
software revisions may lead to significant
differences in the aircraft response relative
to the baseline avionics configuration:
Flight control computers and controllers for
engines, autopilot, braking system,
nosewheel steering system, and high lift sys-
tem. Related avionics such as stall warning
and augmentation systems should also be
considered.

(4) The acceptability of validation data

used in the QTG for an alternative avionics
fit should be determined as follows:

(a) For changes to an avionics system or

component that do not affect QTG validation
test response, the QTG test can be based on
validation data from the previously vali-
dated avionics configuration.

(b) For an avionics change to a contribu-

tory system, where a specific test is not af-
fected by the change (e.g., the avionics
change is a Built In Test Equipment (BITE)
update or a modification in a different flight
phase), the QTG test can be based on valida-
tion data from the previously-validated avi-
onics configuration. The QTG should include
authoritative justification (e.g., from the
airplane manufacturer or system supplier)
that this avionics change does not affect the
test.

tory system, the QTG may be based on vali-
dation data from the previously-validated
avionics configuration if no new
functionality is added and the impact of the
avionics change on the airplane response is
small and based on acceptable aeronautical
principles with proven success history and
valid outcomes. This should be supplemented
with avionics-specific validation data from
the airplane manufacturer’s engineering

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simulation, generated with the revised avi-
onics configuration. The QTG should also in-
clude an explanation of the nature of the
change and its effect on the airplane re-
sponse.

(d) For an avionics change to a contribu-

tory system that significantly affects some
tests in the QTG or where new functionality
is added, the QTG should be based on valida-
tion data from the previously validated avi-
onics configuration and supplemental avi-
onics-specific flight test data sufficient to
validate the alternate avionics revision. Ad-
ditional flight test validation data may not
be needed if the avionics changes were cer-
tified without the need for testing with a
comprehensive flight instrumentation pack-
age. The airplane manufacturer should co-
ordinate flight simulator data requirements,
in advance with the responsible Flight
Standards office.

(5) A matrix or ‘‘roadmap’’ should be pro-

vided with the QTG indicating the appro-
priate validation data source for each test.
The roadmap should include identification of
the revision state of those contributory avi-
onics systems that could affect specific test
responses if changed.

15. T

RANSPORT

ELAY

ESTING

a. This paragraph explains how to deter-

mine the introduced transport delay through
the flight simulator system so that it does
not exceed a specific time delay. The trans-
port delay should be measured from control
inputs through the interface, through each
of the host computer modules and back
through the interface to motion, flight in-
strument, and visual systems. The transport
delay should not exceed the maximum allow-
able interval.

b. Four specific examples of transport

delay are:

(1) Simulation of classic non-computer

controlled aircraft;

(2) Simulation of computer controlled air-

craft using real airplane black boxes;

(3) Simulation of computer controlled air-

craft using software emulation of airplane
boxes;

(4) Simulation using software avionics or

re-hosted instruments.

c. Figure A2C illustrates the total trans-

port delay for a non-computer-controlled air-
plane or the classic transport delay test.
Since there are no airplane-induced delays
for this case, the total transport delay is
equivalent to the introduced delay.

d. Figure A2D illustrates the transport

delay testing method using the real airplane
controller system.

e. To obtain the induced transport delay

for the motion, instrument and visual signal,
the delay induced by the airplane controller
should be subtracted from the total trans-
port delay. This difference represents the in-

troduced delay and should not exceed the
standards prescribed in Table A1A.

f. Introduced transport delay is measured

from the flight deck control input to the re-
action of the instruments and motion and
visual systems (See Figure A2C).

g. The control input may also be intro-

duced after the airplane controller system
and the introduced transport delay measured
directly from the control input to the reac-
tion of the instruments, and simulator mo-
tion and visual systems (See Figure A2D).

h. Figure A2E illustrates the transport

delay testing method used on a flight simu-
lator that uses a software emulated airplane
controller system.

i. It is not possible to measure the intro-

duced transport delay using the simulated
airplane controller system architecture for
the pitch, roll and yaw axes. Therefore, the
signal should be measured directly from the
pilot controller. The flight simulator manu-
facturer should measure the total transport
delay and subtract the inherent delay of the
actual airplane components because the real
airplane controller system has an inherent
delay provided by the airplane manufacturer.
The flight simulator manufacturer should
ensure that the introduced delay does not ex-
ceed the standards prescribed in Table A1A.

j. Special measurements for instrument

signals for flight simulators using a real air-
plane instrument display system instead of a
simulated or re-hosted display. For flight in-
strument systems, the total transport delay
should be measured and the inherent delay of
the actual airplane components subtracted
to ensure that the introduced delay does not
exceed the standards prescribed in Table
A1A.

(1) Figure A2FA illustrates the transport

delay procedure without airplane display
simulation. The introduced delay consists of
the delay between the control movement and
the instrument change on the data bus.

(2) Figure A2FB illustrates the modified

testing method required to measure intro-
duced delay due to software avionics or re-
hosted instruments. The total simulated in-
strument transport delay is measured and
the airplane delay should be subtracted from
this total. This difference represents the in-
troduced delay and should not exceed the
standards prescribed in Table A1A. The in-
herent delay of the airplane between the
data bus and the displays is indicated in fig-
ure A2FA. The display manufacturer should
provide this delay time.

k. Recorded signals. The signals recorded

to conduct the transport delay calculations
should be explained on a schematic block
diagram. The flight simulator manufacturer
should also provide an explanation of why
each signal was selected and how they relate
to the above descriptions.

l. Interpretation of results. Flight simu-

lator results vary over time from test to test

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16. C

ONTINUING

UALIFICATION

VALUATIONS

—

ALIDATION

EST

ATA

RESENTATION

a. Background

(1) The MQTG is created during the initial

evaluation of a flight simulator. This is the
master document, as amended, to which
flight simulator continuing qualification
evaluation test results are compared.

(2) The currently accepted method of pre-

senting continuing qualification evaluation
test results is to provide flight simulator re-
sults over-plotted with reference data. Test
results are carefully reviewed to determine if
the test is within the specified tolerances.
This can be a time consuming process, par-
ticularly when reference data exhibits rapid
variations or an apparent anomaly requiring
engineering judgment in the application of
the tolerances. In these cases, the solution is
to compare the results to the MQTG. The
continuing qualification results are com-

pared to the results in the MQTG for accept-
ance. The flight simulator operator and the
responsible Flight Standards office should
look for any change in the flight simulator
performance since initial qualification.

b. Continuing Qualification Evaluation Test

Results Presentation

(1) Flight simulator operators are encour-

aged to over-plot continuing qualification
validation test results with MQTG flight
simulator results recorded during the initial
evaluation and as amended. Any change in a
validation test will be readily apparent. In
addition to plotting continuing qualification
validation test and MQTG results, operators
may elect to plot reference data as well.

(2) There are no suggested tolerances be-

tween flight simulator continuing qualifica-
tion and MQTG validation test results. In-
vestigation of any discrepancy between the
MQTG and continuing qualification flight
simulator performance is left to the discre-
tion of the flight simulator operator and the
responsible Flight Standards office.

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(3) Differences between the two sets of re-

sults, other than variations attributable to
repeatability issues that cannot be ex-
plained, should be investigated.

(4) The flight simulator should retain the

ability to over-plot both automatic and man-
ual validation test results with reference
data.

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17. A

LTERNATIVE

ATA

OURCES

, P

ROCE

DURES

AND

NSTRUMENTATION

: L

EVEL

AND

EVEL

B S

IMULATORS

NLY

a. Sponsors are not required to use the al-

ternative data sources, procedures, and in-
strumentation. However, a sponsor may
choose to use one or more of the alternative
sources, procedures, and instrumentation de-
scribed in Table A2E.

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b. It has become standard practice for ex-

perienced simulator manufacturers to use
modeling techniques to establish data bases
for new simulator configurations while
awaiting the availability of actual flight test
data. The data generated from the aero-
dynamic modeling techniques is then com-
pared to the flight test data when it becomes
available. The results of such comparisons
have become increasingly consistent, indi-
cating that these techniques, applied with
the appropriate experience, are dependable
and accurate for the development of aero-
dynamic models for use in Level A and Level
B simulators.

c. Based on this history of successful com-

parisons, the responsible Flight Standards
office has concluded that those who are expe-
rienced in the development of aerodynamic
models may use modeling techniques to alter
the method for acquiring flight test data for
Level A or Level B simulators.

d. The information in Table A2E (Alter-

native Data Sources, Procedures, and Instru-
mentation) is presented to describe an ac-
ceptable alternative to data sources for sim-
ulator modeling and validation and an ac-
ceptable alternative to the procedures and
instrumentation traditionally used to gather
such modeling and validation data.

(1) Alternative data sources that may be

used for part or all of a data requirement are
the Airplane Maintenance Manual, the Air-
plane Flight Manual (AFM), Airplane Design
Data, the Type Inspection Report (TIR), Cer-
tification Data or acceptable supplemental
flight test data.

(2) The sponsor should coordinate with the

responsible Flight Standards office prior to
using alternative data sources in a flight
test or data gathering effort.

e. The responsible Flight Standards office

position regarding the use of these alter-
native data sources, procedures, and instru-
mentation is based on the following pre-
sumptions:

(1) Data gathered through the alternative

means does not require angle of attack
(AOA) measurements or control surface posi-
tion measurements for any flight test. How-
ever, AOA can be sufficiently derived if the
flight test program ensures the collection of
acceptable level, unaccelerated, trimmed
flight data. All of the simulator time history
tests that begin in level, unaccelerated, and
trimmed flight, including the three basic
trim tests and ‘‘fly-by’’ trims, can be a suc-
cessful validation of angle of attack by com-
parison with flight test pitch angle. (Note:
Due to the criticality of angle of attack in
the development of the ground effects model,
particularly critical for normal landings and
landings involving cross-control input appli-
cable to Level B simulators, stable ‘‘fly-by’’
trim data will be the acceptable norm for
normal and cross-control input landing ob-
jective data for these applications.)

(2) The use of a rigorously defined and fully

mature simulation controls system model
that includes accurate gearing and cable
stretch characteristics (where applicable),
determined from actual aircraft measure-
ments. Such a model does not require con-
trol surface position measurements in the
flight test objective data in these limited ap-
plications.

f. The sponsor is urged to contact the re-

sponsible Flight Standards office for clari-
fication of any issue regarding airplanes
with reversible control systems. Table A2E is
not applicable to Computer Controlled Air-
craft FFSs.

g. Utilization of these alternate data

sources, procedures, and instrumentation
(Table A2E) does not relieve the sponsor
from compliance with the balance of the in-
formation contained in this document rel-
ative to Level A or Level B FFSs.

h. The term ‘‘inertial measurement sys-

tem’’ is used in the following table to include
the use of a functional global positioning
system (GPS).

i. Synchronized video for the use of alter-

native data sources, procedures, and instru-
mentation should have:

(1) Sufficient resolution to allow mag-

nification of the display to make appropriate
measurement and comparisons; and

(2) Sufficient size and incremental mark-

ing to allow similar measurement and com-
parison. The detail provided by the video
should provide sufficient clarity and accu-
racy to measure the necessary parameter(s)
to at least

⁄

of the tolerance authorized for

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Pt. 60, App. A

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

NFORMATION

llllllllllllllllllllllll

ABLE

A2E—A

LTERNATIVE

ATA

OURCES

, P

ROCEDURES

AND

NSTRUMENTATION

QPS REQUIREMENTS

The standards in this table are required if the data gathering methods described in paragraph

9 of

Appendix A are not used.

Information

Table of objective tests

Sim level

Alternative data sources, procedures, and

instrumentation

Notes

Test entry number and title

1.a.1. Performance. Taxi. Min-

imum Radius turn.

TIR, AFM, or Design data may be used.

1.a.2. Performance. Taxi Rate

of Turn vs. Nosewheel Steer-
ing Angle.

Data may be acquired by using a constant

tiller position, measured with a pro-
tractor or full rudder pedal application
for steady state turn, and synchronized
video of heading indicator. If less than
full rudder pedal is used, pedal position
must be recorded..

A single procedure may not be

adequate for all airplane
steering systems, therefore
appropriate measurement
procedures must be devised
and proposed for the respon-
sible Flight Standards office
concurrence.

1.b.1. Performance. Takeoff.

Ground Acceleration Time
and Distance.

Preliminary certification data may be

used. Data may be acquired by using a
stop watch, calibrated airspeed, and
runway markers during a takeoff with
power set before brake release. Power
settings may be hand recorded. If an in-
ertial measurement system is installed,
speed and distance may be derived
from acceleration measurements.

1.b.2. Performance. Takeoff.

Minimum Control Speed—
ground (V

mcg

) using aero-

dynamic controls only (per ap-
plicable airworthiness stand-
ard) or low speed, engine in-
operative ground control char-
acteristics.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck controls.

Rapid throttle reductions at

speeds near V

mcg

may be

used while recording appro-
priate parameters. The
nosewheel must be free to
caster, or equivalently freed
of sideforce generation.

1.b.3. Performance. Takeoff.

Minimum Unstick Speed (V

)

or equivalent test to dem-
onstrate early rotation takeoff
characteristics.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and the force/position
measurements of flight deck controls.

1.b.4. Performance. Takeoff.

Normal Takeoff.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck controls. AOA can
be calculated from pitch attitude and
flight path.

1.b.5. Performance. Takeoff.

Critical Engine Failure during
Takeoff.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck controls.

Record airplane dynamic re-

sponse to engine failure and
control inputs required to cor-
rect flight path.

1.b.6. Performance. Takeoff.

Crosswind Takeoff.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck controls.

The ‘‘1:7 law’’ to 100 feet (30

meters) is an acceptable
wind profile.

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Pt. 60, App. A

ABLE

A2E—A

LTERNATIVE

ATA

OURCES

, P

ROCEDURES

AND

NSTRUMENTATION

—Continued

QPS REQUIREMENTS

The standards in this table are required if the data gathering methods described in paragraph

9 of

Appendix A are not used.

Information

Table of objective tests

Sim level

Alternative data sources, procedures, and

instrumentation

Notes

Test entry number and title

1.b.7. Performance. Takeoff.

Rejected Takeoff.

Data may be acquired with a syn-

chronized video of calibrated airplane
instruments, thrust lever position, en-
gine parameters, and distance (e.g.,
runway markers). A stop watch is re-
quired..

1.c. 1. Performance. Climb. Nor-

mal Climb all engines oper-
ating..

Data may be acquired with a syn-

chronized video of calibrated airplane
instruments and engine power through-
out the climb range.

1.c.2. Performance. Climb. One

engine Inoperative Climb.

Data may be acquired with a syn-

chronized video of calibrated airplane
instruments and engine power through-
out the climb range.

1.c.4. Performance. Climb. One

Engine Inoperative Approach
Climb (if operations in icing
conditions are authorized).

Data may be acquired with a syn-

chronized video of calibrated airplane
instruments and engine power through-
out the climb range.

1.d.1. Cruise/Descent. Level

flight acceleration..

Data may be acquired with a syn-

chronized video of calibrated airplane
instruments, thrust lever position, en-
gine parameters, and elapsed time.

1.d.2. Cruise/Descent. Level

flight deceleration..

Data may be acquired with a syn-

chronized video of calibrated airplane
instruments, thrust lever position, en-
gine parameters, and elapsed time.

1.d.4. Cruise/Descent. Idle de-

scent.

Data may be acquired with a syn-

chronized video of calibrated airplane
instruments, thrust lever position, en-
gine parameters, and elapsed time.

1.d.5. Cruise/Descent. Emer-

gency Descent.

Data may be acquired with a syn-

chronized video of calibrated airplane
instruments, thrust lever position, en-
gine parameters, and elapsed time.

1.e.1. Performance. Stopping.

Deceleration time and dis-
tance, using manual applica-
tion of wheel brakes and no
reverse thrust on a dry run-
way.

Data may be acquired during landing tests

using a stop watch, runway markers,
and a synchronized video of calibrated
airplane instruments, thrust lever posi-
tion and the pertinent parameters of en-
gine power.

1.e.2. Performance. Ground.

Deceleration Time and Dis-
tance, using reverse thrust
and no wheel brakes.

Data may be acquired during landing tests

using a stop watch, runway markers,
and a synchronized video of calibrated
airplane instruments, thrust lever posi-
tion and pertinent parameters of engine
power.

1.f.1. Performance. Engines.

Acceleration.

Data may be acquired with a syn-

chronized video recording of engine in-
struments and throttle position.

1.f.2. Performance. Engines.

Deceleration.

Data may be acquired with a syn-

chronized video recording of engine in-
struments and throttle position.

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Pt. 60, App. A

ABLE

A2E—A

LTERNATIVE

ATA

OURCES

, P

ROCEDURES

AND

NSTRUMENTATION

—Continued

QPS REQUIREMENTS

The standards in this table are required if the data gathering methods described in paragraph

9 of

Appendix A are not used.

Information

Table of objective tests

Sim level

Alternative data sources, procedures, and

instrumentation

Notes

Test entry number and title

2.a.1.a.Handling Qualities. Stat-

ic Control Checks. Pitch Con-
troller Position vs. Force and
Surface Position Calibration.

Surface position data may be acquired

from flight data recorder (FDR) sensor
or, if no FDR sensor, at selected, sig-
nificant column positions (encom-
passing significant column position data
points), acceptable to the responsible
Flight Standards office, using a control
surface protractor on the ground. Force
data may be acquired by using a hand
held force gauge at the same column
position data points..

For airplanes with reversible

control systems, surface po-
sition data acquisition should
be accomplished with winds
less than 5 kts.

2.a.2.a. Handling Qualities. Stat-

ic Control Checks. Roll Con-
troller Position vs. Force and
Surface Position Calibration.

Surface position data may be acquired

from flight data recorder (FDR) sensor
or, if no FDR sensor, at selected, sig-
nificant wheel positions (encompassing
significant wheel position data points),
acceptable to the responsible Flight
Standards office, using a control sur-
face protractor on the ground. Force
data may be acquired by using a hand
held force gauge at the same wheel po-
sition data points..

For airplanes with reversible

control systems, surface po-
sition data acquisition should
be accomplished with winds
less than 5 kts.

2.a.3.a.Handling Qualities. Stat-

ic Control Checks. Rudder
Pedal Position vs. Force and
Surface Position Calibration.

Surface position data may be acquired

from flight data recorder (FDR) sensor
or, if no FDR sensor, at selected, sig-
nificant rudder pedal positions (encom-
passing significant rudder pedal position
data points), acceptable to the respon-
sible Flight Standards office, using a
control surface protractor on the
ground. Force data may be acquired by
using a hand held force gauge at the
same rudder pedal position data points..

For airplanes with reversible

control systems, surface po-
sition data acquisition should
be accomplished with winds
less than 5 kts.

2.a.4. Handling Qualities. Static

Control Checks. Nosewheel
Steering Controller Force and
Position.

Breakout data may be acquired with a

hand held force gauge. The remainder
of the force to the stops may be cal-
culated if the force gauge and a pro-
tractor are used to measure force after
breakout for at least 25% of the total
displacement capability.

2.a.5. Handling Qualities. Static

Control Checks. Rudder
Pedal Steering Calibration.

Data may be acquired through the use of

force pads on the rudder pedals and a
pedal position measurement device, to-
gether with design data for nosewheel
position.

2.a.6. Handling Qualities. Static

Control Checks. Pitch Trim In-
dicator vs. Surface Position
Calibration.

Data may be acquired through calcula-

tions.

2.a.7. Handling qualities. Static

control tests. Pitch trim rate.

Data may be acquired by using a syn-

chronized video of pitch trim indication
and elapsed time through range of trim
indication.

2.a.8. Handling Qualities. Static

Control tests. Alignment of
Flight deck Throttle Lever
Angle vs. Selected engine pa-
rameter.

Data may be acquired through the use of

a temporary throttle quadrant scale to
document throttle position. Use a syn-
chronized video to record steady state
instrument readings or hand-record
steady state engine performance read-
ings.

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Pt. 60, App. A

ABLE

A2E—A

LTERNATIVE

ATA

OURCES

, P

ROCEDURES

AND

NSTRUMENTATION

—Continued

QPS REQUIREMENTS

The standards in this table are required if the data gathering methods described in paragraph

9 of

Appendix A are not used.

Information

Table of objective tests

Sim level

Alternative data sources, procedures, and

instrumentation

Notes

Test entry number and title

2.a.9. Handling qualities. Static

control tests. Brake pedal po-
sition vs. force and brake sys-
tem pressure calibration.

Use of design or predicted data is accept-

able. Data may be acquired by meas-
uring deflection at ‘‘zero’’ and ‘‘max-
imum’’ and calculating deflections be-
tween the extremes using the airplane
design data curve.

2.c.1. Handling qualities. Longi-

tudinal control tests. Power
change dynamics.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and throttle position.

2.c.2. Handling qualities. Longi-

tudinal control tests. Flap/slat
change dynamics.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and flap/slat position.

2.c.3. Handling qualities. Longi-

tudinal control tests. Spoiler/
speedbrake change dynamics.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and spoiler/speedbrake po-
sition.

2.c.4. Handling qualities. Longi-

tudinal control tests. Gear
change dynamics.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and gear position.

2.c.5. Handling qualities. Longi-

tudinal control tests. Longitu-
dinal trim.

Data may be acquired through use of an

inertial measurement system and a syn-
chronized video of flight deck controls
position (previously calibrated to show
related surface position) and the engine
instrument readings.

2.c.6. Handling qualities. Longi-

tudinal control tests. Longitu-
dinal maneuvering stability
(stick force/g).

Data may be acquired through the use of

an inertial measurement system and a
synchronized video of calibrated air-
plane instruments; a temporary, high
resolution bank angle scale affixed to
the attitude indicator; and a wheel and
column force measurement indication.

2.c.7. Handling qualities. Longi-

tudinal control tests. Longitu-
dinal static stability.

Data may be acquired through the use of

a synchronized video of airplane flight
instruments and a hand held force
gauge.

2.c.8. Handling qualities. Longi-

tudinal control tests. Stall
characteristics.

Data may be acquired through a syn-

chronized video recording of a stop
watch and calibrated airplane airspeed
indicator. Hand-record the flight condi-
tions and airplane configuration.

Airspeeds may be cross

checked with those in the
TIR and AFM.

2.c.9. Handling qualities. Longi-

tudinal control tests. Phugoid
dynamics.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck controls.

2.c.10. Handling qualities. Lon-

gitudinal control tests. Short
period dynamics.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck controls.

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Pt. 60, App. A

ABLE

A2E—A

LTERNATIVE

ATA

OURCES

, P

ROCEDURES

AND

NSTRUMENTATION

—Continued

QPS REQUIREMENTS

The standards in this table are required if the data gathering methods described in paragraph

9 of

Appendix A are not used.

Information

Table of objective tests

Sim level

Alternative data sources, procedures, and

instrumentation

Notes

Test entry number and title

2.d.1. Handling qualities. Lateral

directional tests. Minimum
control speed, air (V

mca

mci

), per applicable airworthi-

ness standard or Low speed
engine inoperative handling
characteristics in the air.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck controls.

2.d.2. Handling qualities. Lateral

directional tests. Roll re-
sponse (rate).

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck lateral controls.

May be combined with step

input of flight deck roll con-
troller test, 2.d.3.

2.d.3. Handling qualities. Lateral

directional tests. Roll re-
sponse to flight deck roll con-
troller step input.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck lateral controls.

2.d.4. Handling qualities. Lateral

directional tests. Spiral sta-
bility.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments; force/position measure-
ments of flight deck controls; and a stop
watch.

2.d.5. Handling qualities. Lateral

directional tests. Engine inop-
erative trim.

Data may be hand recorded in-flight using

high resolution scales affixed to trim
controls that have been calibrated on
the ground using protractors on the
control/trim surfaces with winds less
than 5 kts.OR Data may be acquired
during second segment climb (with
proper pilot control input for an engine-
out condition) by using a synchronized
video of calibrated airplane instruments
and force/position measurements of
flight deck controls.

Trimming during second seg-

ment climb is not a certifi-
cation task and should not be
conducted until a safe alti-
tude is reached.

2.d.6. Handling qualities. Lateral

directional tests. Rudder re-
sponse.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of rudder pedals.

2.d.7. Handling qualities. Lateral

directional tests. Dutch roll,
(yaw damper OFF).

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck controls.

2.d.8. Handling qualities. Lateral

directional tests. Steady state
sideslip.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck controls.

Ground track and wind corrected heading

may be used for sideslip angle.

2.e.1. Handling qualities. Land-

ings. Normal landing.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck controls.

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Pt. 60, App. A

ABLE

A2E—A

LTERNATIVE

ATA

OURCES

, P

ROCEDURES

AND

NSTRUMENTATION

—Continued

QPS REQUIREMENTS

The standards in this table are required if the data gathering methods described in paragraph

9 of

Appendix A are not used.

Information

Table of objective tests

Sim level

Alternative data sources, procedures, and

instrumentation

Notes

Test entry number and title

2.e.3. Handling qualities. Land-

ings. Crosswind landing.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck controls.

2.e.4. Handling qualities. Land-

ings. One engine inoperative
landing.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and the force/position
measurements of flight deck controls.
Normal and lateral accelerations may
be recorded in lieu of AOA and sideslip.

2.e.5. Handling qualities. Land-

ings. Autopilot landing (if ap-
plicable).

..........

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck controls.Normal
and lateral accelerations may be re-
corded in lieu of AOA and sideslip.

2.e.6. Handling qualities. Land-

ings. All engines operating,
autopilot, go around.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck controls. Normal
and lateral accelerations may be re-
corded in lieu of AOA and sideslip.

2.e.7. Handling qualities. Land-

ings. One engine inoperative
go around.

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck controls. Normal
and lateral accelerations may be re-
corded in lieu of AOA and sideslip.

2.e.8. Handling qualities. Land-

ings. Directional control (rud-
der effectiveness with sym-
metric thrust).

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck controls. Normal
and lateral accelerations may be re-
corded in lieu of AOA and sideslip.

2.e.9. Handling qualities. Land-

ings. Directional control (rud-
der effectiveness with asym-
metric reverse thrust).

Data may be acquired by using an inertial

measurement system and a syn-
chronized video of calibrated airplane
instruments and force/position measure-
ments of flight deck controls. Normal
and lateral accelerations may be re-
corded in lieu of AOA and sideslip.

2.f. Handling qualities. Ground

effect. Test to demonstrate
ground effect.

Data may be acquired by using calibrated

airplane instruments, an inertial meas-
urement system, and a synchronized
video of calibrated airplane instruments
and force/position measurements of
flight deck controls.

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Pt. 60, App. A

NFORMATION

llllllllllllllllllllllll

TTACHMENT

PPENDIX

ART

60—

IMULATOR

UBJECTIVE

VALUATION

llllllllllllllllllllllll

EGIN

QPS R

EQUIREMENTS

1. R

EQUIREMENTS

a. Except for special use airport models,

described as Class III, all airport models re-
quired by this part must be representations
of real-world, operational airports or rep-
resentations of fictional airports and must
meet the requirements set out in Tables A3B
or A3C of this attachment, as appropriate.

b. If fictional airports are used, the sponsor

must ensure that navigational aids and all
appropriate maps, charts, and other naviga-
tional reference material for the fictional
airports (and surrounding areas as nec-
essary) are compatible, complete, and accu-
rate with respect to the visual presentation
of the airport model of this fictional airport.
An SOC must be submitted that addresses
navigation aid installation and performance
and other criteria (including obstruction
clearance protection) for all instrument ap-
proaches to the fictional airports that are
available in the simulator. The SOC must
reference and account for information in the
terminal instrument procedures manual and
the construction and availability of the re-
quired maps, charts, and other navigational
material. This material must be clearly
marked ‘‘for training purposes only.’’

c. When the simulator is being used by an

instructor or evaluator for purposes of train-
ing, checking, or testing under this chapter,
only airport models classified as Class I,
Class II, or Class III may be used by the in-
structor or evaluator. Detailed descriptions/
definitions of these classifications are found
in Appendix F of this part.

d. When a person sponsors an FFS main-

tained by a person other than a U.S. certifi-
cate holder, the sponsor is accountable for
that FFS originally meeting, and continuing
to meet, the criteria under which it was
originally qualified and the appropriate Part
60 criteria, including the airport models that
may be used by instructors or evaluators for
purposes of training, checking, or testing
under this chapter.

e. Neither Class II nor Class III airport vis-

ual models are required to appear on the
SOQ, and the method used for keeping in-
structors and evaluators apprised of the air-
port models that meet Class II or Class III
requirements on any given simulator is at
the option of the sponsor, but the method
used must be available for review by the
TPAA.

f. When an airport model represents a real

world airport and a permanent change is

made to that real world airport (e.g., a new
runway, an extended taxiway, a new lighting
system, a runway closure) without a written
extension grant from the responsible Flight
Standards office (described in paragraph 1.g.
of this section), an update to that airport
model must be made in accordance with the
following time limits:

(1) For a new airport runway, a runway ex-

tension, a new airport taxiway, a taxiway ex-
tension, or a runway/taxiway closure—with-
in 90 days of the opening for use of the new
airport runway, runway extension, new air-
port taxiway, or taxiway extension; or with-
in 90 days of the closure of the runway or
taxiway.

(2) For a new or modified approach light

system—within 45 days of the activation of
the new or modified approach light system.

(3) For other facility or structural changes

on the airport (e.g., new terminal, relocation
of Air Traffic Control Tower)—within 180
days of the opening of the new or changed fa-
cility or structure.

g. If a sponsor desires an extension to the

time limit for an update to a visual scene or
airport model or has an objection to what
must be updated in the specific airport
model requirement, the sponsor must pro-
vide a written extension request to the re-
sponsible Flight Standards office stating the
reason for the update delay and a proposed
completion date, or explain why the update
is not necessary (i.e., why the identified air-
port change will not have an impact on
flight training, testing, or checking). A copy
of this request or objection must also be sent
to the POI/TCPM. The responsible Flight
Standards office will send the official re-
sponse to the sponsor and a copy to the POI/
TCPM. If there is an objection, after con-
sultation with the appropriate POI/TCPM re-
garding the training, testing, or checking
impact, the responsible Flight Standards of-
fice will send the official response to the
sponsor and a copy to the POI/TCPM.

QPS R

EQUIREMENTS

llllllllllllllllllllllll

EGIN

NFORMATION

2. D

ISCUSSION

a. The subjective tests provide a basis for

evaluating the capability of the simulator to
perform over a typical utilization period; de-
termining that the simulator accurately
simulates each required maneuver, proce-
dure, or task; and verifying correct oper-
ation of the simulator controls, instruments,
and systems. The items listed in the fol-
lowing Tables are for simulator evaluation
purposes only. They may not be used to limit
or exceed the authorizations for use of a
given level of simulator, as described on the
SOQ, or as approved by the TPAA.

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14 CFR Ch. I (1–1–24 Edition)

Pt. 60, App. A

b. The tests in Table A3A, Operations

Tasks, in this attachment, address pilot
functions, including maneuvers and proce-
dures (called flight tasks), and are divided by
flight phases. The performance of these tasks
by the responsible Flight Standards office
includes an operational examination of the
visual system and special effects. There are
flight tasks included to address some fea-
tures of advanced technology airplanes and
innovative training programs. For example,
‘‘high angle-of-attack maneuvering’’ is in-
cluded to provide a required alternative to
‘‘approach to stalls’’ for airplanes employing
flight envelope protection functions.

c. The tests in Table A3A, Operations

Tasks, and Table A3G, Instructor Operating
Station of this attachment, address the over-
all function and control of the simulator in-
cluding the various simulated environmental
conditions; simulated airplane system oper-
ations (normal, abnormal, and emergency);
visual system displays; and special effects
necessary to meet flight crew training, eval-
uation, or flight experience requirements.

d. All simulated airplane systems func-

tions will be assessed for normal and, where
appropriate, alternate operations. Normal,
abnormal, and emergency operations associ-
ated with a flight phase will be assessed dur-
ing the evaluation of flight tasks or events
within that flight phase. Simulated airplane
systems are listed separately under ‘‘Any
Flight Phase’’ to ensure appropriate atten-
tion to systems checks. Operational naviga-
tion systems (including inertial navigation
systems, global positioning systems, or other
long-range systems) and the associated elec-
tronic display systems will be evaluated if
installed. The pilot will include in his report
to the TPAA, the effect of the system oper-
ation and any system limitation.

e. Simulators demonstrating a satisfactory

circling approach will be qualified for the
circling approach maneuver and may be ap-
proved for such use by the TPAA in the spon-
sor’s FAA-approved flight training program.
To be considered satisfactory, the circling
approach will be flown at maximum gross
weight for landing, with minimum visibility
for the airplane approach category, and must
allow proper alignment with a landing run-
way at least 90

different from the instru-

ment approach course while allowing the
pilot to keep an identifiable portion of the
airport in sight throughout the maneuver
(reference—14 CFR 91.175(e)).

f. At the request of the TPAA, the respon-

sible Flight Standards office may assess a
device to determine if it is capable of simu-
lating certain training activities in a spon-
sor’s training program, such as a portion of
a Line Oriented Flight Training (LOFT) sce-
nario. Unless directly related to a require-
ment for the qualification level, the results
of such an evaluation would not affect the
qualification level of the simulator. How-

ever, if the responsible Flight Standards of-
fice determines that the simulator does not
accurately simulate that training activity,
the simulator would not be approved for that
training activity.

g. The FAA intends to allow the use of

Class III airport models when the sponsor
provides the TPAA (or other regulatory au-
thority) an appropriate analysis of the skills,
knowledge, and abilities (SKAs) necessary
for competent performance of the tasks in
which this particular media element is used.
The analysis should describe the ability of
the FFS/visual media to provide an adequate
environment in which the required SKAs are
satisfactorily performed and learned. The
analysis should also include the specific
media element, such as the airport model.

h. The TPAA may accept Class III airport

models without individual observation pro-
vided the sponsor provides the TPAA with an
acceptable description of the process for de-
termining the acceptability of a specific air-
port model, outlines the conditions under
which such an airport model may be used,
and adequately describes what restrictions
will be applied to each resulting airport or
landing area model. Examples of situations
that may warrant Class

III model designa-

tion by the TPAA include the following:

(a) Training, testing, or checking on very

low visibility operations, including SMGCS
operations.

(b) Instrument operations training (includ-

ing instrument takeoff, departure, arrival,
approach, and missed approach training,
testing, or checking) using—

(i) A specific model that has been geo-

graphically ‘‘moved’’ to a different location
and aligned with an instrument procedure
for another airport.

(ii) A model that does not match changes

made at the real-world airport (or landing
area for helicopters) being modeled.

(iii) A model generated with an ‘‘off-board’’

or an ‘‘on-board’’ model development tool
(by providing proper latitude/longitude ref-
erence; correct runway or landing area ori-
entation, length, width, marking, and light-
ing information; and appropriate adjacent
taxiway location) to generate a facsimile of
a real world airport or landing area.

i. Previously qualified simulators with cer-

tain early generation Computer Generated
Image (CGI) visual systems, are limited by
the capability of the Image Generator or the
display system used. These systems are:

(1) Early CGI visual systems that are ex-

cepted from the requirement of including
runway numbers as a part of the specific
runway marking requirements are:

(a) Link NVS and DNVS.
(b) Novoview 2500 and 6000.
(c) FlightSafety VITAL series up to, and

including, VITAL III, but not beyond.

(d) Redifusion SP1, SP1T, and SP2.

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14 CFR Ch. I (1–1–24 Edition)

Pt. 60, App. A

ABLE

A3C—F

UNCTIONS AND

UBJECTIVE

ESTS

QPS requirements

Entry No.

Additional airport models beyond minimum required for qualification—Class II airport mod-

els

Simulator level

A B C D

This table specifies the minimum airport model content and functionality necessary to add airport models to a simulator’s model

library, beyond those necessary for qualification at the stated level, without the necessity of further involvement of the respon-
sible Flight Standards office or TPAA.

Begin QPS Requirements

1. ....................

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

1.a. ..........

The direction of strobe lights, approach lights, runway edge lights, visual landing aids, run-

way centerline lights, threshold lights, and touchdown zone lights on the ‘‘in-use’’ runway
must be replicated.

X X X X

2. ....................

Visual feature recognition. The following are the minimum distances at which runway features must be visible
for simulators at Levels A, B, C, and D. Distances are measured from runway threshold to an airplane aligned
with the runway on an extended 3

glide-slope in simulated meteorological conditions that recreate the min-

imum distances for visibility. For circling approaches, all requirements of this section apply to the runway used
for the initial approach and to the runway of intended landing.

2.a. ..........

Runway definition, strobe lights, approach lights, and runway edge white lights from 5 sm

(8 km) from the runway threshold.

X X X X

2.b. ..........

Visual Approach Aid lights (VASI or PAPI) from 5 sm (8 km) from the runway threshold .....

2.c. ..........

Visual Approach Aid lights (VASI or PAPI) from 3 sm (5 km) from the runway threshold .....

2.d. ..........

Runway centerline lights and taxiway definition from 3 sm (5 km) from the runway thresh-

old.

X X X X

2.e. ..........

Threshold lights and touchdown zone lights from 2 sm (3 km) from the runway threshold ...

2.f. ...........

Runway markings within range of landing lights for night scenes and as required by the

surface resolution requirements on day scenes.

X X X X

2.g. ..........

For circling approaches, the runway of intended landing and associated lighting must fade

into view in a non-distracting manner.

X X X X

3. ....................

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

3.a. ..........

The surface and markings for each ‘‘in-use’’ runway:

3.a.1. Threshold

markings ..................................................................................................................

X X X X

3.a.2. Runway

numbers ......................................................................................................................

X X X X

3.a.3.

Touchdown zone markings .......................................................................................................

X X X X

3.a.4.

Fixed distance markings ...........................................................................................................

X X X X

3.a.5. Edge

markings ..........................................................................................................................

X X X X

3.a.6. Centerline

stripes ......................................................................................................................

X X X X

3.b. ..........

The lighting for each ‘‘in-use’’ runway

3.b.1. Threshold

lights ........................................................................................................................

X X X X

3.b.2. Edge

lights ................................................................................................................................

X X X X

3.b.3. End

lights ..................................................................................................................................

X X X X

3.b.4. Centerline

lights ........................................................................................................................

X X X X

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Pt. 60, App. A

ABLE

A3C—F

UNCTIONS AND

UBJECTIVE

ESTS

—Continued

QPS requirements

Entry No.

Additional airport models beyond minimum required for qualification—Class II airport mod-

els

Simulator level

A B C D

3.b.5.

Touchdown zone lights, if appropriate .....................................................................................

X X X X

3.b.6.

Leadoff lights, if appropriate .....................................................................................................

X X X X

3.b.7.

Appropriate visual landing aid(s) for that runway .....................................................................

X X X

3.b.8.

Appropriate approach lighting system for that runway .............................................................

3.c. ..........

The taxiway surface and markings associated with each ‘‘in-use’’ runway:

3.c.1. Edge ..........................................................................................................................................

X X X X

3.c.2. Centerline ..................................................................................................................................

X X X X

3.c.3.

Runway hold lines ....................................................................................................................

X X X X

3.c.4.

ILS critical area markings .........................................................................................................

X X X X

3.d. ..........

The taxiway lighting associated with each ‘‘in-use’’ runway:

3.d.1. Edge ..........................................................................................................................................

X X

3.d.2. Centerline ..................................................................................................................................

X X X X

3.d.3.

Runway hold and ILS critical area lights ..................................................................................

X X X X

4. ....................

Required model correlation with other aspects of the airport environment simulation The

following are the minimum model correlation tests that must be conducted for simulators
at Levels A, B, C, and D.

4.a. ..........

The airport model must be properly aligned with the navigational aids that are associated

with operations at the ‘‘in-use’’ runway.

X X X X

4.b. ..........

Slopes in runways, taxiways, and ramp areas, if depicted in the visual scene, must not

cause distracting or unrealistic effects.

X X X X

5. ....................

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

5.a. .............

Visual system compatibility with aerodynamic programming ...................................................

X X X

5.b. ..........

Accurate portrayal of environment relating to flight simulator attitudes ...................................

5.c. ..........

Visual cues to assess sink rate and depth perception during landings ...................................

5.d. ..........

Visual effects for each visible, own-ship, airplane external light(s) .........................................

X X

6. ....................

Scene quality. The following are the minimum scene quality tests that must be conducted for simulators at Lev-
els A, B, C, and D.

6.a. ..........

Surfaces and textural cues must be free of apparent and distracting quantization (aliasing)

6.b. .................

Correct color and realistic textural cues ...................................................................................

X X

6.c. .................

Light points free from distracting jitter, smearing or streaking .................................................

X X X X

7. ....................

Instructor controls of the following: The following are the minimum instructor controls that must be available in
simulators at Levels A, B, C, and D.

7.a. ..........

Environmental effects, e.g., cloud base (if used), cloud effects, cloud density, visibility in

statute miles/kilometers and RVR in feet/meters.

X X X X

7.b. ..........

Airport selection ........................................................................................................................

X X X X

7.c. ..........

Airport lighting including variable intensity ...............................................................................

X X X X

7.d. ..........

Dynamic effects including ground and flight traffic ..................................................................

X X

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Pt. 60, App. A

ABLE

A3E—F

UNCTIONS AND

UBJECTIVE

ESTS

QPS Requirements

Entry No.

Sound system

Simulator level

A B C D

The following checks are performed during a normal flight profile with motion system ON.

1. ...............

Precipitation ....................................................................................................................................

X X

2. ...............

Rain removal equipment. ...............................................................................................................

X X

3. ...............

Significant airplane noises perceptible to the pilot during normal operations ...............................

4. ...............

Abnormal operations for which there are associated sound cues including, engine malfunc-

tions, landing gear/tire malfunctions, tail and engine pod strike and pressurization malfunc-
tion.

X X

5. ...............

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

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Pt. 60, App. A

ABLE

A3G—F

UNCTIONS AND

UBJECTIVE

ESTS

QPS Requirements

Entry No.

Special effects

Simulator level

A B C D

Functions in this table are subject to evaluation only if appropriate for the airplane and/or the system is installed on the specific

simulator.

1. ...............

Simulator Power Switch(es) ...........................................................................................................

X X X X

2. ...............

Airplane conditions

2.a. ....

Gross weight, center of gravity, fuel loading and allocation ..........................................................

X X X X

2.b. ....

Airplane systems status .................................................................................................................

X X X X

2.c. .....

Ground crew functions (e.g., ext. power, push back) ....................................................................

X X X X

3. ...............

Airports

3.a. ....

Number and selection ....................................................................................................................

X X X X

3.b. ....

Runway selection ...........................................................................................................................

X X X X

3.c. .....

Runway surface condition (e.g., rough, smooth, icy, wet) ............................................................

3.d. ....

Preset positions (e.g., ramp, gate, #1 for takeoff, takeoff position, over FAF) .............................

3.e. ....

Lighting controls .............................................................................................................................

X X X X

4. ...............

Environmental controls

4.a .....

Visibility (statute miles (kilometers)) ..............................................................................................

X X X X

4.b. ....

Runway visual range (in feet (meters)) .........................................................................................

X X X X

4.c. .....

Temperature ...................................................................................................................................

X X X X

4.d. ....

Climate conditions (e.g., ice, snow, rain) .......................................................................................

X X X X

4.e. ....

Wind speed and direction ..............................................................................................................

X X X X

4.f. .....

Windshear ......................................................................................................................................

X X

4.g. ....

Clouds (base and tops) ..................................................................................................................

X X X X

5. ...............

Airplane system malfunctions (Inserting and deleting malfunctions into the simulator) ...............

6. ...............

Locks, Freezes, and Repositioning

6.a. ....

Problem (all) freeze/release ...........................................................................................................

X X X X

6.b. ....

Position (geographic) freeze/release .............................................................................................

X X X X

6.c. .....

Repositioning (locations, freezes, and releases) ...........................................................................

X X X X

6.d. ....

Ground speed control ....................................................................................................................

X X X X

7. ...............

Remote IOS ...................................................................................................................................

X X X X

8. ...............

Sound Controls. On/off/adjustment ................................................................................................

X X X X

9. ...............

Motion/Control Loading System

9.a. ....

On/off/emergency stop ...................................................................................................................

X X X X

10. .............

Observer Seats/Stations. Position/Adjustment/Positive restraint system ......................................

X X X

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14 CFR Ch. I (1–1–24 Edition)

Pt. 60, App. A

llllllllllllllllllllllll

EGIN

NFORMATION

1. I

NTRODUCTION

a. The following is an example test sched-

ule for an Initial/Upgrade evaluation that
covers the majority of the requirements set
out in the Functions and Subjective test re-
quirements. It is not intended that the
schedule be followed line by line, rather, the
example should be used as a guide for pre-
paring a schedule that is tailored to the air-
plane, sponsor, and training task.

b. Functions and subjective tests should be

planned. This information has been orga-
nized as a reference document with the con-
siderations, methods, and evaluation notes
for each individual aspect of the simulator
task presented as an individual item. In this
way the evaluator can design his or her own
test plan, using the appropriate sections to
provide guidance on method and evaluation
criteria. Two aspects should be present in
any test plan structure:

(1) An evaluation of the simulator to deter-

mine that it replicates the aircraft and per-
forms reliably for an uninterrupted period
equivalent to the length of a typical training
session.

(2) The simulator should be capable of op-

erating reliably after the use of training de-
vice functions such as repositions or mal-
functions.

c. A detailed understanding of the training

task will naturally lead to a list of objec-
tives that the simulator should meet. This
list will form the basis of the test plan. Addi-
tionally, once the test plan has been formu-
lated, the initial conditions and the evalua-
tion criteria should be established. The eval-
uator should consider all factors that may
have an influence on the characteristics ob-
served during particular training tasks in
order to make the test plan successful.

2. E

VENTS

a. Initial Conditions

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

/Center of Gravity.

b. Initial Checks

(1) Documentation of Simulator.
(a) Simulator Acceptance Test Manuals.
(b) Simulator Approval Test Guide.
(c) Technical Logbook Open Item List.
(d) Daily Functional Pre-flight Check.
(2) Documentation of User/Carrier Flight

Logs.

(a) Simulator Operating/Instructor Man-

ual.

(b) Difference List (Aircraft/Simulator).

(c) Flight Crew Operating Manuals.
(d) Performance Data for Different Fields.
(e) Crew Training Manual.
(f) Normal/Abnormal/Emergency Check-

lists.

(3) Simulator External Checks.
(a) Appearance and Cleanliness.
(b) Stairway/Access Bridge.
(c) Emergency Rope Ladders.
(d) ‘‘Motion On’’/‘‘Flight in Progress’’

Lights.

(4) Simulator Internal Checks.
(a) Cleaning/Disinfecting Towels (for clean-

ing oxygen masks).

(b) Flight deck Layout (compare with dif-

ference list).

(5) Equipment.
(a) Quick Donning Oxygen Masks.
(b) Head Sets.
(c) Smoke Goggles.
(d) Sun Visors.
(e) Escape Rope.
(f) Chart Holders.
(g) Flashlights.
(h) Fire Extinguisher (inspection date).
(i) Crash Axe.
(j) Gear Pins.

c. Power Supply and APU Start Checks

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

d. Flight deck Checks

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

Checks.

e. Engine Start

(1) Before Start Checks.
(2) Battery start with Ground Air Supply

Unit.

(3) Engine Crossbleed Start.
(4) Normal Engine Start.
(5) Abnormal Engine Starts.
(6) Engine Idle Readings.
(7) After Start Checks.

f. Taxi Checks

(1) Pushback/Powerback.
(2) Taxi Checks.
(3) Ground Handling Check:
(a) Power required to initiate ground roll.
(b) Thrust response.
(c) Nosewheel and Pedal Steering.
(d) Nosewheel Scuffing.
(e) Perform 180 degree turns.
(f) Brakes Response and Differential Brak-

ing using Normal, Alternate and Emergency.

(g) Brake Systems.
(h) Eye height and fore/aft position.
(4) Runway Roughness.

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Pt. 60, App. A

g. Visual Scene—Ground Assessment. Select 3

different airport models and perform the fol-
lowing checks with Day, Dusk and Night se-
lected, as appropriate:

(1) Visual Controls.
(a) Daylight, Dusk, Night Scene Controls.
(b) Flight deck ‘‘Daylight’’ ambient light-

ing.

(c) Environment Light Controls.
(d) Runway Light Controls.
(e) Taxiway Light Controls.
(2) Airport Model Content.
(a) Ramp area for buildings, gates,

airbridges, maintenance ground equipment,
parked aircraft.

(b) Daylight shadows, night time light

pools.

way/runway, marker boards, CAT I and II/III
hold points, taxiway shape/grass areas, taxi-
way light (positions and colors).

(d) Runways for correct markings, lead-off

lights, boards, runway slope, runway light
positions, and colors, directionality of run-
way lights.

(e) Airport environment for correct terrain

and significant features.

(f) Visual scene quantization (aliasing),

color, and occulting levels.

(3) Ground Traffic Selection.
(4) Environment Effects.
(a) Low cloud scene.
(i) Rain:
(A) Runway surface scene.
(B) Windshield wiper—operation and sound.
(ii) Hail:
(A) Runway surface scene.
(B) Windshield wiper—operation and sound.
(b) Lightning/thunder.
(c) Snow/ice runway surface scene.
(d) Fog.
h. Takeoff. Select one or several of the fol-

lowing test cases:

(1) T/O Configuration Warnings.
(2) Engine Takeoff Readings.
(3) Rejected Takeoff (Dry/Wet/Icy Runway)

and check the following:

(a) Autobrake function.
(b) Anti-skid operation.
(c) Motion/visual effects during decelera-

tion.

(d) Record stopping distance (use runway

plot or runway lights remaining).

Continue taxiing along the runway while

applying brakes and check the following:

(e) Center line lights alternating red/white

for 2000 feet/600 meters.

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

meters.

(g) Runway end, red stop bars.
(h) Braking fade effect.
(i) Brake temperature indications.
(4) Engine Failure between VI and V2.
(5) Normal Takeoff:
(a) During ground roll check the following:
(i) Runway rumble.
(ii) Acceleration cues.

(iii) Groundspeed effects.
(iv) Engine sounds.
(v) Nosewheel and rudder pedal steering.
(b) During and after rotation, check the

following:

(i) Rotation characteristics.
(ii) Column force during rotation.
(iii) Gear uplock sounds/bumps.
(iv) Effect of slat/flap retraction during

climbout.

(6) Crosswind Takeoff (check the fol-

lowing):

(a) Tendency to turn into or out of the

wind.

(b) Tendency to lift upwind wing as air-

speed increases.

(7) Windshear during Takeoff (check the

following):

(a) Controllable during windshear encoun-

ter.

(b) Performance adequate when using cor-

rect techniques.

turbulence).

(8) Normal Takeoff with Control Malfunc-

tion.

(9) Low Visibility T/O (check the fol-

lowing):

(a) Visual cues.
(b) Flying by reference to instruments.
(c) SID Guidance on LNAV.
i. Climb Performance. Select one or several

of the following test cases:

(1) Normal Climb—Climb while maintain-

ing recommended speed profile and note fuel,
distance and time.

(2) Single Engine Climb—Trim aircraft in a

zero wheel climb at V2.

OTE

: Up to 5

bank towards the operating

engine(s) is permissible. Climb for 3 minutes
and note fuel, distance, and time. Increase
speed toward en route climb speed and re-
tract flaps. Climb for 3 minutes and note
fuel, distance, and time.

j. Systems Operation During Climb.
Check normal operation and malfunctions

as appropriate for the following systems:

(1) Air conditioning/Pressurization/Ven-

tilation.

(2) Autoflight.
(3) Communications.
(4) Electrical.
(5) Fuel.
(6) Icing Systems.
(7) Indicating and Recording Systems.
(8) Navigation/FMS.
(9) Pneumatics.
k. Cruise Checks. Select one or several of

the following test cases:

(1) Cruise Performance.
(2) High Speed/High Altitude Handling

(check the following):

(a) Overspeed warning.
(b) High Speed buffet.
(c) Aircraft control satisfactory.

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Pt. 60, App. A

(d) Envelope limiting functions on Com-

puter Controlled Aircraft.

Reduce airspeed to below level flight buffet

onset speed, start a turn, and check the fol-
lowing:

(e) High Speed buffet increases with G

Reduce throttles to idle and start descent,

deploy the speedbrake, and check the fol-
lowing:

(f) Speedbrake indications.
(g) Symmetrical deployment.
(h) Airframe buffet.
(i) Aircraft response hands off.
(3) Yaw Damper Operation. Switch off yaw

dampers and autopilot. Initiate a Dutch roll
and check the following:

(a) Aircraft dynamics.
(b) Simulator motion effects.
Switch on yaw dampers, re-initiate a

Dutch roll and check the following:

FMC operation Aircraft performance.

(7) Engine Relight.
l. Descent. Select one of the following test

cases:

(1) Normal Descent. Descend while main-

taining recommended speed profile and note
fuel, distance and time.

(2) Cabin Depressurization/Emergency De-

scent.

m. Medium Altitude Checks. Select one or

several of the following test cases:

(1) High Angle of Attack/Stall. Trim the

aircraft at 1.4 Vs, establish 1 kt/sec

decel-

eration rate, and check the following—

(a) System displays/operation satisfactory.
(b) Handling characteristics satisfactory.
(c) Stall and Stick shaker speed.
(d) Buffet characteristics and onset speed.
(e) Envelope limiting functions on Com-

puter Controlled Aircraft.

Recover to straight and level flight and

check the following:

(f) Handling characteristics satisfactory.
(2) Turning Flight. Roll aircraft to left, es-

tablish a 30

to 45

bank angle, and check the

following:

(a) Stick force required, satisfactory.
(b) Wheel requirement to maintain bank

angle.

Roll aircraft from 45

bank one way to 45

bank the opposite direction while maintain-
ing altitude and airspeed—check the fol-
lowing:

(e) Controllability during maneuver.
(3) Degraded flight controls.
(4) Holding Procedure (check the fol-

lowing:)

(a) FMC operation.
(b) Autopilot auto thrust performance.
(5) Storm Selection (check the following:)

(a) Weather radar controls.
(b) Weather radar operation.
(c) Visual scene corresponds with WXR

pattern.

(Fly through storm center, and check the

following:)

(d) Aircraft enters cloud.
(e) Aircraft encounters representative tur-

bulence.

(f) Rain/hail sound effects evident.
As aircraft leaves storm area, check the fol-

lowing:

(g) Storm effects disappear.
(6) TCAS (check the following:)
(a) Traffic appears on visual display.
(b) Traffic appears on TCAS display(s).
As conflicting traffic approaches, take rel-

evant avoiding action, and check the fol-
lowing:

eral of the following test cases while moni-
toring flight control and hydraulic systems
for normal operation and with malfunctions
selected:

(1) Flaps/Gear Normal Operation. Check

the following:

(a) Time for extension/retraction.
(b) Buffet characteristics.
(2) Normal Visual Approach and Landing.
Fly a normal visual approach and land-

ing—check the following:

(a) Aircraft handling.
(b) Spoiler operation.
(c) Reverse thrust operation.
(d) Directional control on the ground.
(e) Touchdown cues for main and

nosewheel.

(f) Visual cues.
(g) Motion cues.
(h) Sound cues.
(i) Brake and anti-skid operation.
(3) Flaps/Gear Abnormal Operation or with

hydraulic malfunctions.

(4) Abnormal Wing Flaps/Slats Landing.
(5) Manual Landing with Control Malfunc-

tion.

(a) Aircraft handling.
(b) Radio aids and instruments.
(c) Airport model content and cues.
(d) Motion cues.
(e) Sound cues.
(6) Non-precision Approach—All Engines

Operating.

(a) Aircraft handling.
(b) Radio Aids and instruments.
(c) Airport model content and cues.
(d) Motion cues.
(e) Sound cues.
(7) Circling Approach.
(a) Aircraft handling.
(c) Radio Aids and instruments.
(d) Airport model content and cues.
(e) Motion cues.
(f) Sound cues.
(8) Non-precision Approach—One Engine

Inoperative.

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Pt. 60, App. A

(a) Aircraft handling.
(b) Radio Aids and instruments.
(c) Airport model content and cues.
(d) Motion cues.
(e) Sound cues.
(9) One Engine Inoperative Go-around.
(a) Aircraft handling.
(b) Radio Aids and instruments.
(c) Airport model content and cues.
(d) Motion cues.
(e) Sound cues.
(10) CAT I Approach and Landing with raw-

data ILS.

(a) Aircraft handling.
(b) Radio Aids and instruments.
(c) Airport model content and cues.
(d) Motion cues.
(e) Sound cues.
(11) CAT I Approach and Landing with

Limiting Crosswind.

(a) Aircraft handling.
(b) Radio Aids and instruments.
(c) Airport model content and cues.
(d) Motion cues.
(e) Sound cues.
(12) CAT I Approach with Windshear.

Check the following:

(a) Controllable during windshear encoun-

ter.

(b) Performance adequate when using cor-

rect techniques.

Around.

(14) CAT III Approach and Landing—Sys-

tem Malfunctions.

(15) CAT III Approach and Landing—1 En-

gine Inoperative.

(16) GPWS evaluation.
o. Visual Scene—In-Flight Assessment.
Select three (3) different visual models and

perform the following checks with ‘‘day,’’
‘‘dusk,’’ and ‘‘night’’ (as appropriate) se-
lected. Reposition the aircraft at or below
2000 feet within 10 nm of the airfield. Fly the
aircraft around the airport environment and
assess control of the visual system and
evaluate the Airport model content as de-
scribed below:

(1) Visual Controls.
(a) Daylight, Dusk, Night Scene Controls.
(b) Environment Light Controls.
(c) Runway Light Controls.
(d) Taxiway Light Controls.
(e) Approach Light Controls.
(2) Airport model Content.
(a) Airport environment for correct terrain

and significant features.

(b) Runways for correct markings, runway

slope, directionality of runway lights.

color, and occulting.

Reposition the aircraft to a long, final ap-

proach for an ‘‘ILS runway.’’ Select flight
freeze when the aircraft is 5-statute miles

(sm)/8-kilometers (km) out and on the glide
slope. Check the following:

(3) Airport model content.
(a) Airfield features.
(b) Approach lights.
(c) Runway definition.
(d) Runway definition.
(e) Runway edge lights and VASI lights.
(f) Strobe lights.
Release flight freeze. Continue flying the

approach with NP engaged. Select flight
freeze when aircraft is 3 sm/5 km out and on
the glide slope. Check the following:

(4) Airport model Content.
(a) Runway centerline light.
(b) Taxiway definition and lights.
Release flight freeze and continue flying

the approach with A/P engaged. Select flight
freeze when aircraft is 2 sm/3 km out and on
the glide slope. Check the following:

(5) Airport model content.
(a) Runway threshold lights.
(b) Touchdown zone lights.
At 200 ft radio altitude and still on glide

slope, select Flight Freeze. Check the fol-
lowing:

(6) Airport model content.
(a) Runway markings.
Set the weather to Category I conditions

and check the following:

(7) Airport model content.
(a) Visual ground segment.
Set the weather to Category II conditions,

release Flight Freeze, re-select Flight Freeze
at 100 feet radio altitude, and check the fol-
lowing:

(8) Airport model content.
(a) Visual ground segment.
Select night/dusk (twilight) conditions and

check the following:

(9) Airport model content.
(a) Runway markings visible within land-

ing light lobes.

Set the weather to Category III conditions,

release Flight Freeze, re-select Flight Freeze
at 50 feet radio altitude and check the fol-
lowing:

(10) Airport model content.
(a) Visual ground segment.
Set WX to a typical ‘‘missed approach?

weather condition, release Flight Freeze, re-
select Flight Freeze at 15 feet radio altitude,
and check the following:

(11) Airport model content.
(a) Visual ground segment.
When on the ground, stop the aircraft. Set

0 feet RVR, ensure strobe/beacon tights are
switched on and check the following:

(12) Airport model content.
(a) Visual effect of strobe and beacon.
Reposition to final approach, set weather

to ‘‘Clear,’’ continue approach for an auto-
matic landing, and check the following:

(13) Airport model content.
(a) Visual cues during flare to assess sink

rate.

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14 CFR Ch. I (1–1–24 Edition)

Pt. 60, App. A

TTACHMENT

PPENDIX

ART

60—

IMULATOR

UALIFICATION

EQUIREMENTS

FOR

INDSHEAR

RAINING

ROGRAM

llllllllllllllllllllllll

EGIN

QPS R

EQUIREMENTS

1. A

PPLICABILITY

This attachment applies to all simulators,

regardless of qualification level, that are
used to satisfy the training requirements of
an FAA-approved low-altitude windshear
flight training program, or any FAA-ap-
proved training program that addresses
windshear encounters.

2. S

TATEMENT OF

OMPLIANCE AND

APABILITY

(SOC)

a. The sponsor must submit an SOC con-

firming that the aerodynamic model is based
on flight test data supplied by the airplane
manufacturer or other approved data pro-
vider. The SOC must also confirm that any
change to environmental wind parameters,
including variances in those parameters for
windshear conditions, once inserted for com-
putation, result in the correct simulated per-
formance. This statement must also include
examples of environmental wind parameters
currently evaluated in the simulator (such
as crosswind takeoffs, crosswind approaches,
and crosswind landings).

b. For simulators without windshear warn-

ing, caution, or guidance hardware in the
original equipment, the SOC must also state
that the simulation of the added hardware
and/or software, including associated flight
deck displays and annunciations, replicates
the system(s) installed in the airplane. The
statement must be accompanied by a block
diagram depicting the input and output sig-
nal flow, and comparing the signal flow to
the equipment installed in the airplane.

3. M

ODELS

The windshear models installed in the sim-

ulator software used for the qualification
evaluation must do the following:

a. Provide cues necessary for recognizing

windshear onset and potential performance
degradation requiring a pilot to initiate re-
covery procedures. The cues must include all
of the following, as appropriate for the por-
tion of the flight envelope:

(1) Rapid airspeed change of at least

knots (kts).

(2) Stagnation of airspeed during the take-

off roll.

(3) Rapid vertical speed change of at least

500 feet per minute (fpm).

(4) Rapid pitch change of at least

b. Be adjustable in intensity (or other pa-

rameter to achieve an intensity effect) to at

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Pt. 60, App. A

least two (2) levels so that upon encoun-
tering the windshear the pilot may identify
its presence and apply the recommended pro-
cedures for escape from such a windshear.

(1) If the intensity is lesser, the perform-

ance capability of the simulated airplane in
the windshear permits the pilot to maintain
a satisfactory flightpath; and

(2) If the intensity is greater, the perform-

ance capability of the simulated airplane in
the windshear does not permit the pilot to
maintain a satisfactory flightpath (crash).
Note: The means used to accomplish the
‘‘nonsurvivable’’ scenario of paragraph 3.b.(2)
of this attachment, that involve operational
elements of the simulated airplane, must re-
flect the dispatch limitations of the air-
plane.

c. Be available for use in the FAA-approved

windshear flight training program.

4. D

EMONSTRATIONS

a. The sponsor must identify one surviv-

able takeoff windshear training model and
one survivable approach windshear training
model. The wind components of the surviv-
able models must be presented in graphical
format so that all components of the
windshear are shown, including initiation
point, variance in magnitude, and time or
distance correlations. The simulator must be
operated at the same gross weight, airplane
configuration, and initial airspeed during the
takeoff demonstration (through calm air and
through the first selected survivable
windshear), and at the same gross weight,
airplane configuration, and initial airspeed
during the approach demonstration (through
calm air and through the second selected
survivable windshear).

b. In each of these four situations, at an

‘‘initiation point’’ (i.e., where windshear
onset is or should be recognized), the rec-
ommended procedures for windshear recov-
ery are applied and the results are recorded
as specified in paragraph 5 of this attach-
ment.

c. These recordings are made without in-

serting programmed random turbulence.
Turbulence that results from the windshear
model is to be expected, and no attempt may
be made to neutralize turbulence from this
source.

d. The definition of the models and the re-

sults of the demonstrations of all four?(4)
cases described in paragraph 4.a of this at-
tachment, must be made a part of the
MQTG.

5. R

ECORDING

ARAMETERS

a. In each of the four MQTG cases, an elec-

tronic recording (time history) must be made
of the following parameters:

(1) Indicated or calibrated airspeed.
(2) Indicated vertical speed.
(3) Pitch attitude.

(4) Indicated or radio altitude.
(5) Angle of attack.
(6) Elevator position.
(7) Engine data (thrust, N1, or throttle po-

sition).

(8) Wind magnitudes (simple windshear

model assumed).

b. These recordings must be initiated at

least 10 seconds prior to the initiation point,
and continued until recovery is complete or
ground contact is made.

6. E

QUIPMENT

NSTALLATION AND

PERATION

All windshear warning, caution, or guid-

ance hardware installed in the simulator
must operate as it operates in the airplane.
For example, if a rapidly changing wind
speed and/or direction would have caused a
windshear warning in the airplane, the simu-
lator must respond equivalently without in-
structor/evaluator intervention.

7. Q

UALIFICATION

EST

UIDE

a. All QTG material must be forwarded to

the responsible Flight Standards office.

b. A simulator windshear evaluation will

be scheduled in accordance with normal pro-
cedures. Continuing qualification evaluation
schedules will be used to the maximum ex-
tent possible.

c. During the on-site evaluation, the eval-

uator will ask the operator to run the per-
formance tests and record the results. The
results of these on-site tests will be com-
pared to those results previously approved
and placed in the QTG or MQTG, as appro-
priate.

d. QTGs for new (or MQTGs for upgraded)

simulators must contain or reference the in-
formation described in paragraphs 2, 3, 4, and
5 of this attachment.

QPS R

EQUIREMENTS

llllllllllllllllllllllll

EGIN

NFORMATION

8. S

UBJECTIVE

VALUATION

The responsible Flight Standards office

will fly the simulator in at least two of the
available windshear scenarios to subjectively
evaluate simulator performance as it en-
counters the programmed windshear condi-
tions.

a. One scenario will include parameters

that enable the pilot to maintain a satisfac-
tory flightpath.

b. One scenario will include parameters

that will not enable the pilot to maintain a
satisfactory flightpath (crash).

c. Other scenarios may be examined at the

responsible Flight Standards office’s discre-
tion.

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14 CFR Ch. I (1–1–24 Edition)

Pt. 60, App. A

9. Q

UALIFICATION

ASIS

The addition of windshear programming to

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

10. D

EMONSTRATION

EPEATABILITY

For the purposes of demonstration repeat-

ability, it is recommended that the simu-
lator be flown by means of the simulator’s
autodrive function (for those simulators that
have autodrive capability) during the dem-
onstrations.

NFORMATION

llllllllllllllllllllllll

TTACHMENT

PPENDIX

ART

60—

FSTD D

IRECTIVES

PPLICABLE TO

IRPLANE

LIGHT

IMULATORS

LIGHT

IMULATION

RAINING

EVICE

(FSTD)

IRECTIVE

FSTD Directive 1. Applicable to all Full

Flight Simulators (FFS), regardless of the
original qualification basis and qualification
date (original or upgrade), having Class II or
Class III airport models available.

Agency: Federal Aviation Administration

(FAA), DOT.

Action: This is a retroactive requirement to

have all Class II or Class III airport models
meet current requirements.

llllllllllllllllllllllll

Summary: Notwithstanding the authoriza-

tion listed in paragraph 13b in Appendices A
and C of this part, this FSTD Directive re-
quires each certificate holder to ensure that
by May 30, 2009, except for the airport
model(s) used to qualify the simulator at the
designated level, each airport model used by
the certificate holder’s instructors or eval-
uators for training, checking, or testing
under this chapter in an FFS, meets the defi-
nition of a Class II or Class III airport model
as defined in 14CFR part 60. The completion
of this requirement will not require a report,
and the method used for keeping instructors
and evaluators apprised of the airport mod-
els that meet Class II or Class III require-
ments on any given simulator is at the op-
tion of the certificate holder whose employ-
ees are using the FFS, but the method used
must be available for review by the TPAA
for that certificate holder.

Dates: FSTD Directive 1 becomes effective

on May 30, 2008.

PECIFIC

EQUIREMENTS

1. Part 60 requires that each FSTD be:
a. Sponsored by a person holding or apply-

ing for an FAA operating certificate under
Part 119, Part 141, or Part 142, or holding or
applying for an FAA-approved training pro-

gram under Part 63, Appendix C, for flight
engineers, and

b. Evaluated and issued an SOQ for a spe-

cific FSTD level.

2. FFSs also require the installation of a

visual system that is capable of providing an
out-of-the-flight-deck view of airport mod-
els. However, historically these airport mod-
els were not routinely evaluated or required
to meet any standardized criteria. This has
led to qualified simulators containing air-
port models being used to meet FAA-ap-
proved training, testing, or checking require-
ments with potentially incorrect or inappro-
priate visual references.

3. To prevent this from occurring in the fu-

ture, by May 30, 2009, except for the airport
model(s) used to qualify the simulator at the
designated level, each certificate holder
must assure that each airport model used for
training, testing, or checking under this
chapter in a qualified FFS meets the defini-
tion of a Class II or Class III airport model
as defined in Appendix F of this part.

4. These references describe the require-

ments for visual scene management and the
minimum distances from which runway or
landing area features must be visible for all
levels of simulator. The airport model must
provide, for each ‘‘in-use runway’’ or ‘‘in-use
landing area,’’ runway or landing area sur-
face and markings, runway or landing area
lighting, taxiway surface and markings, and
taxiway lighting. Additional requirements
include correlation of the v airport models
with other aspects of the airport environ-
ment, correlation of the aircraft and associ-
ated equipment, scene quality assessment
features, and the control of these models the
instructor must be able to exercise.

5. For circling approaches, all require-

ments of this section apply to the runway
used for the initial approach and to the run-
way of intended landing.

6. The details in these models must be de-

veloped using airport pictures, construction
drawings and maps, or other similar data, or
developed in accordance with published regu-
latory material. However, this FSTD DIREC-
TIVE 1 does not require that airport models
contain details that are beyond the initially
designed capability of the visual system, as
currently qualified. The recognized limita-
tions to visual systems are as follows:

a. Visual systems not required to have run-

way numbers as a part of the specific runway
marking requirements are:

(1) Link NVS and DNVS.
(2) Novoview 2500 and 6000.
(3) FlightSafety VITAL series up to, and

including, VITAL III, but not beyond.

(4) Redifusion SP1, SP1T, and SP2.
b. Visual systems required to display run-

way numbers only for LOFT scenes are:

(1) FlightSafety VITAL IV.
(2) Redifusion SP3 and SP3T.
(3) Link-Miles Image II.

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Pt. 60, App. A

c. Visual systems not required to have ac-

curate taxiway edge lighting are:

(1) Redifusion SP1.
(2) FlightSafety Vital IV.
(3) Link-Miles Image II and Image IIT
(4) XKD displays (even though the XKD

image generator is capable of generating
blue colored lights, the display cannot ac-
commodate that color).

7. A copy of this Directive must be filed in

the MQTG in the designated FSTD Directive
Section, and its inclusion must be annotated
on the Index of Effective FSTD Directives
chart. See Attachment 4, Appendices A
through D for a sample MQTG Index of Effec-
tive FSTD Directives chart.

LIGHT

IMULATION

RAINING

EVICE

(FSTD)

IRECTIVE

FSTD Directive 2. Applicable to all air-

plane Full Flight Simulators (FFS), regard-
less of the original qualification basis and
qualification date (original or upgrade), used
to conduct full stall training, upset recovery
training, airborne icing training, and other
flight training tasks as described in this Di-
rective.

Agency: Federal Aviation Administration

(FAA), DOT.

Action: This is a retroactive requirement

for any FSTD being used to obtain training,
testing, or checking credit in an FAA ap-
proved flight training program for the spe-
cific training maneuvers as defined in this
Directive.

Summary: Notwithstanding the authoriza-

tion listed in paragraph 13b in Appendix A of
this Part, this FSTD Directive requires that
each FSTD sponsor conduct additional sub-
jective and objective testing, conduct re-
quired modifications, and apply for addi-
tional FSTD qualification under § 60.16 to
support continued qualification of the fol-
lowing flight training tasks where training,
testing, or checking credit is being sought in
a selected FSTD being used in an FAA ap-
proved flight training program:

a. Recognition of and Recovery from a Full

Stall

b. Upset Prevention and Recovery
c. Engine and Airframe Icing
d. Takeoff and Landing with Gusting Cross-

winds

e. Recovery from a Bounced Landing

The FSTD sponsor may elect to apply for ad-
ditional qualification for any, all, or none of
the above defined training tasks for a par-
ticular FSTD. After March 12, 2019, any
FSTD used to conduct the above training
tasks must be evaluated and issued addi-
tional qualification by the responsible Flight
Standards office as defined in this Directive.

Dates: FSTD Directive No. 2 becomes effec-

tive on May 31, 2016.

PECIFIC

EQUIREMENTS

1. Part 60 requires that each FSTD be:

a. Sponsored by a person holding or apply-

ing for an FAA operating certificate under
Part 119, Part 141, or Part 142, or holding or
applying for an FAA-approved training pro-
gram under Part 63, Appendix C, for flight
engineers, and

b. Evaluated and issued a Statement of

Qualification (SOQ) for a specific FSTD
level.

2. The evaluation criteria contained in this

Directive is intended to address specific
training tasks that require additional eval-
uation to ensure adequate FSTD fidelity.

3. The requirements described in this Di-

rective define additional qualification cri-
teria for specific training tasks that are ap-
plicable only to those FSTDs that will be
utilized to obtain training, testing, or check-
ing credit in an FAA approved flight training
program. In order to obtain additional quali-
fication for the tasks described in this Direc-
tive, FSTD sponsors must request additional
qualification in accordance with § 60.16 and
the requirements of this Directive. FSTDs
that are found to meet the requirements of
this Directive will have their Statement of
Qualification (SOQ) amended to reflect the
additional training tasks that the FSTD has
been qualified to conduct. The additional
qualification requirements as defined in this
Directive are divided into the following
training tasks:

a. Section I—Additional Qualification Re-

quirements for Full Stall Training Tasks

b. Section II—Additional Qualification Re-

quirements for Upset Prevention and Re-
covery Training Tasks

c. Section III—Additional Qualification Re-

quirements for Engine and Airframe Icing
Training Tasks

d. Section IV—Additional Qualification Re-

quirements for Takeoff and Landing in
Gusting Crosswinds

e. Section V—Additional Qualification Re-

quirements for Bounced Landing Recovery
Training Tasks

4. A copy of this Directive (along with all

required Statements of Compliance and ob-
jective test results) must be filed in the
MQTG in the designated FSTD Directive
Section, and its inclusion must be annotated
on the Index of Effective FSTD Directives
chart. See Attachment 4, Appendix A for a
sample MQTG Index of Effective FSTD Di-
rectives chart.

ECTION

I—E

VALUATION

EQUIREMENTS FOR

ULL

TALL

RAINING

ASKS

1. This section applies to previously quali-

fied Level C and Level D FSTDs being used
to obtain credit for stall training maneuvers
beyond the first indication of a stall (such as

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14 CFR Ch. I (1–1–24 Edition)

Pt. 60, App. A

stall warning system activation, stick shak-
er, etc.) in an FAA approved training pro-
gram.

2. The evaluation requirements in this Di-

rective are intended to validate FSTD fidel-
ity at angles of attack sufficient to identify
the stall, to demonstrate aircraft perform-
ance degradation in the stall, and to dem-
onstrate recovery techniques from a fully
stalled flight condition.

3. After March 12, 2019, any FSTD being

used to obtain credit for full stall training
maneuvers in an FAA approved training pro-
gram must be evaluated and issued addi-
tional qualification in accordance with this
Directive and the following sections of Ap-
pendix A of this Part:

a. Table A1A, General Requirements, Section

2.m. (High Angle of Attack Modeling)

b. Table A1A, General Requirements, Section

3.f. (Stick Pusher System) [where applica-
ble]

c. Table A2A, Objective Testing Require-

ments, Test 2.a.10 (Stick Pusher Force
Calibration) [where applicable]

d. Table A2A, Objective Testing Require-

ments, Test 2.c.8.a (Stall Characteristics)

e. Table A2A, Objective Testing Require-

ments, Test 3.f.5 (Characteristic Motion
Vibrations—Stall Buffet) [See paragraph 4
of this section for applicability on pre-
viously qualified FSTDs]

f. Table A3A, Functions and Subjective Test-

ing Requirements, Test 5.b.1.b. (High Angle
of Attack Maneuvers)

g. Attachment 7, Additional Simulator Qual-

ification Requirements for Stall, Upset
Prevention and Recovery, and Engine and
Airframe Icing Training Tasks (High Angle
of Attack Model Evaluation)

4. For FSTDs initially qualified before May

31, 2016, including FSTDs that are initially
qualified under the grace period conditions
as defined in § 60.15(c):

a. Objective testing for stall characteristics

(Table A2A, test 2.c.8.a.) will only be re-
quired for the (wings level) second segment
climb and approach or landing flight condi-
tions. In lieu of objective testing for the
high altitude cruise and turning flight
stall conditions, these maneuvers may be
subjectively evaluated by a qualified sub-
ject matter expert (SME) pilot and ad-
dressed in the required statement of com-
pliance.

b. Where existing flight test validation data

in the FSTD’s Master Qualification Test
Guide (MQTG) is missing required param-
eters or is otherwise unsuitable to fully
meet the objective testing requirements of
this Directive, the FAA may accept alter-
nate sources of validation, including sub-
jective validation by an SME pilot with di-
rect experience in the stall characteristics
of the aircraft.

c. Objective testing for characteristic mo-

tion vibrations (Stall buffet—Table A2A,
test 3.f.5) is not required where the FSTD’s
stall buffets have been subjectively evalu-
ated by an SME pilot. For previously
qualified Level D FSTDs that currently
have objective stall buffet tests in their ap-
proved MQTG, the results of these existing
tests must be provided to the FAA with the
updated stall and stall buffet models in
place.

d. As described in Attachment 7 of this Ap-

pendix, the FAA may accept a statement
of compliance from the data provider
which confirms the stall characteristics
have been subjectively evaluated by an
SME pilot on an engineering simulator or
development simulator that is acceptable
to the FAA. Where this evaluation takes
place on an engineering or development
simulator, additional objective ‘‘proof-of-
match’’ testing for all flight conditions as
described in tests 2.c.8.a. and 3.f.5.will be
required to verify the implementation of
the stall model and stall buffets on the
training FSTD.

5. Where qualification is being sought to

conduct full stall training tasks in accord-
ance with this Directive, the FSTD Sponsor
must conduct the required evaluations and
modifications as prescribed in this Directive
and report compliance to the responsible
Flight Standards office in accordance with
§ 60.23 using the standardized FSTD Sponsor
Notification Form. At a minimum, this form
must be accompanied with the following in-
formation:

a. A description of any modifications to the

FSTD (in accordance with § 60.23) necessary
to meet the requirements of this Directive.

b. Statements of Comp