Federal Aviation Regulations

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

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5. Ground Effect

a. For an FFS to be used for take-off and landing (not applicable to Level A simulators in that the landing maneuver may not be credited in a Level A simulator) it should reproduce the aerodynamic changes that occur in ground effect. The parameters chosen for FFS validation should indicate these changes.

(1) A dedicated test should be provided that will validate the aerodynamic ground effect characteristics.

(2) The organization performing the flight tests may select appropriate test methods and procedures to validate ground effect. However, the flight tests should be performed with enough duration near the ground to sufficiently validate the ground-effect model.

b. The NSPM will consider the merits of testing methods based on reliability and consistency. Acceptable methods of validating ground effect are described below. If other methods are proposed, rationale should be provided to conclude that the tests performed validate the ground-effect model. A sponsor using the methods described below to comply with the QPS requirements should perform the tests as follows:

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

(2) Shallow approach landing. The shallow approach landing should be performed at a glide slope of approximately one degree with negligible pilot activity until flare.

c. The lateral-directional characteristics are also altered by ground effect. For example, because of changes in lift, roll damping is affected. The change in roll damping will affect other dynamic modes usually evaluated for FFS validation. In fact, Dutch roll dynamics, spiral stability, and roll-rate for a given lateral control input are altered by ground effect. Steady heading sideslips will also be affected. These effects should be accounted for in the FFS modeling. Several tests such as crosswind landing, one engine inoperative landing, and engine failure on take-off serve to validate lateral-directional ground effect since portions of these tests are accomplished as the aircraft is descending through heights above the runway at which ground effect is an important factor.

6. Motion System

a. General.

(1) Pilots use continuous information signals to regulate the state of the airplane. In concert with the instruments and outside-world visual information, whole-body motion feedback is essential in assisting the pilot to control the airplane dynamics, particularly in the presence of external disturbances. The motion system should meet basic objective performance criteria, and should be subjectively tuned at the pilot's seat position to represent the linear and angular accelerations of the airplane during a prescribed minimum set of maneuvers and conditions. The response of the motion cueing system should also be repeatable.

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

b. Motion System Checks. The intent of test 3a, Frequency Response, test 3b, Leg Balance, and test 3c, Turn-Around Check, as described in the Table of Objective Tests, is to demonstrate the performance of the motion system hardware, and to check the integrity of the motion set-up with regard to calibration and wear. These tests are independent of the motion cueing software and should be considered robotic tests.

c. Motion System Repeatability. The intent of this test is to ensure that the motion system software and motion system hardware have not degraded or changed over time. This diagnostic test should be completed during continuing qualification checks in lieu of the robotic tests. This will allow an improved ability to determine changes in the software or determine degradation in the hardware. The following information delineates the methodology that should be used for this test.

(1) Input: The inputs should be such that rotational accelerations, rotational rates, and linear accelerations are inserted before the transfer from airplane center of gravity to pilot reference point with a minimum amplitude of 5 deg/sec/sec, 10 deg/sec and 0.3 g, respectively, to provide adequate analysis of the output.

(2) Recommended output:

(a) Actual platform linear accelerations; the output will comprise accelerations due to both the linear and rotational motion acceleration;

(b) Motion actuators position.

d. Motion Cueing Performance Signature.

(1) Background. The intent of this test is to provide quantitative time history records of motion system response to a selected set of automated QTG maneuvers during initial qualification. This is not intended to be a comparison of the motion platform accelerations against the flight test recorded accelerations (i.e., not to be compared against airplane cueing). If there is a modification to the initially qualified motion software or motion hardware (e.g., motion washout filter, simulator payload change greater than 10%) then a new baseline may need to be established.

(2) Test Selection. The conditions identified in Section 3.e. in Table A2A are those maneuvers where motion cueing is the most discernible. They are general tests applicable to all types of airplanes and should be completed for motion cueing performance signature at any time acceptable to the NSPM prior to or during the initial qualification evaluation, and the results included in the MQTG.

(3) Priority. Motion system should be designed with the intent of placing greater importance on those maneuvers that directly influence pilot perception and control of the airplane motions. For the maneuvers identified in section 3.e. in Table A2A, the flight simulator motion cueing system should have a high tilt co-ordination gain, high rotational gain, and high correlation with respect to the airplane simulation model.

(4) Data Recording. The minimum list of parameters provided should allow for the determination of the flight simulator's motion cueing performance signature for the initial qualification evaluation. The following parameters are recommended as being acceptable to perform such a function:

(a) Flight model acceleration and rotational rate commands at the pilot reference point;

(b) Motion actuators position;

(c) Actual platform position;

(d) Actual platform acceleration at pilot reference point.

e. Motion Vibrations.

(1) Presentation of results. The characteristic motion vibrations may be used to verify that the flight simulator can reproduce the frequency content of the airplane when flown in specific conditions. The test results should be presented as a Power Spectral Density (PSD) plot with frequencies on the horizontal axis and amplitude on the vertical axis. The airplane data and flight simulator data should be presented in the same format with the same scaling. The algorithms used for generating the flight simulator data should be the same as those used for the airplane data. If they are not the same then the algorithms used for the flight simulator data should be proven to be sufficiently comparable. As a minimum, the results along the dominant axes should be presented and a rationale for not presenting the other axes should be provided.

(2) Interpretation of results. The overall trend of the PSD plot should be considered while focusing on the dominant frequencies. Less emphasis should be placed on the differences at the high frequency and low amplitude portions of the PSD plot. During the analysis, certain structural components of the flight simulator have resonant frequencies that are filtered and may not appear in the PSD plot. If filtering is required, the notch filter bandwidth should be limited to 1 Hz to ensure that the buffet feel is not adversely affected. In addition, a rationale should be provided to explain that the characteristic motion vibration is not being adversely affected by the filtering. The amplitude should match airplane data as described below. However, if the PSD plot was altered for subjective reasons, a rationale should be provided to justify the change. If the plot is on a logarithmic scale, it may be difficult to interpret the amplitude of the buffet in terms of acceleration. For example, a 1×10⁻³g-rms²/Hz would describe a heavy buffet and may be seen in the deep stall regime. Alternatively, a 1×10⁻⁶g-rms²/Hz buffet is almost not perceivable; but may represent a flap buffet at low speed. The previous two examples differ in magnitude by 1000. On a PSD plot this represents three decades (one decade is a change in order of magnitude of 10; and two decades is a change in order of magnitude of 100).

Note: In the example, “g-rms²is the mathematical expression for “g's root mean squared.”

7. Sound System

a. General. The total sound environment in the airplane is very complex, and changes with atmospheric conditions, airplane configuration, airspeed, altitude, and power settings. Flight deck sounds are an important component of the flight deck operational environment and provide valuable information to the flight crew. These aural cues can either assist the crew (as an indication of an abnormal situation), or hinder the crew (as a distraction or nuisance). For effective training, the flight simulator should provide flight deck sounds that are perceptible to the pilot during normal and abnormal operations, and comparable to those of the airplane. The flight simulator operator should carefully evaluate background noises in the location where the device will be installed. To demonstrate compliance with the sound requirements, the objective or validation tests in this attachment were selected to provide a representative sample of normal static conditions typically experienced by a pilot.

b. Alternate propulsion. For FFS with multiple propulsion configurations, any condition listed in Table A2A of this attachment should be presented for evaluation as part of the QTG if identified by the airplane manufacturer or other data supplier as significantly different due to a change in propulsion system (engine or propeller).

c. Data and Data Collection System.

(1) Information provided to the flight simulator manufacturer should be presented in the format suggested by the International Air Transport Association (IATA) “Flight Simulator Design and Performance Data Requirements,” as amended. This information should contain calibration and frequency response data.

(2) The system used to perform the tests listed in Table A2A should comply with the following standards:

(a) The specifications for octave, half octave, and third octave band filter sets may be found in American National Standards Institute (ANSI) S1.11–1986;

(b) Measurement microphones should be type WS2 or better, as described in International Electrotechnical Commission (IEC) 1094–4–1995.

(3) Headsets. If headsets are used during normal operation of the airplane they should also be used during the flight simulator evaluation.

(4) Playback equipment. Playback equipment and recordings of the QTG conditions should be provided during initial evaluations.

(5) Background noise.

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

(b) The acceptability of the background noise levels is dependent upon the normal sound levels in the airplane being represented. Background noise levels that fall below the lines defined by the following points, may be acceptable:

(i) 70 dB @ 50 Hz;

(ii) 55 dB @ 1000 Hz;

(iii) 30 dB @ 16 kHz

(Note:These limits are for unweighted 1/3 octave band sound levels. Meeting these limits for background noise does not ensure an acceptable flight simulator. Airplane sounds that fall below this limit require careful review and may require lower limits on background noise.)

(6) Validation testing. Deficiencies in airplane recordings should be considered when applying the specified tolerances to ensure that the simulation is representative of the airplane. Examples of typical deficiencies are:

(a) Variation of data between tail numbers;

(b) Frequency response of microphones;

(c) Repeatability of the measurements.

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

a. Typically, an airplane manufacturer's approved final data for performance, handling qualities, systems or avionics is not available until well after a new or derivative airplane has entered service. However, flight crew training and certification often begins several months prior to the entry of the first airplane into service. Consequently, it may be necessary to use preliminary data provided by the airplane manufacturer for interim qualification of flight simulators.

b. In these cases, the NSPM may accept certain partially validated preliminary airplane and systems data, and early release (“red label”) avionics data in order to permit the necessary program schedule for training, certification, and service introduction.

c. Simulator sponsors seeking qualification based on preliminary data should consult the NSPM to make special arrangements for using preliminary data for flight simulator qualification. The sponsor should also consult the airplane and flight simulator manufacturers to develop a data plan and flight simulator qualification plan.

d. The procedure to be followed to gain NSPM acceptance of preliminary data will vary from case to case and between airplane manufacturers. Each airplane manufacturer's new airplane development and test program is designed to suit the needs of the particular project and may not contain the same events or sequence of events as another manufacturer's program, or even the same manufacturer's program for a different airplane. Therefore, there cannot be a prescribed invariable procedure for acceptance of preliminary data, but instead there should be a statement describing the final sequence of events, data sources, and validation procedures agreed by the simulator sponsor, the airplane manufacturer, the flight simulator manufacturer, and the NSPM.

Note: A description of airplane manufacturer-provided data needed for flight simulator modeling and validation is to be found in the IATA Document “Flight Simulator Design and Performance Data Requirements,” as amended.

e. The preliminary data should be the manufacturer's best representation of the airplane, with assurance that the final data will not significantly deviate from the preliminary estimates. Data derived from these predictive or preliminary techniques should be validated against available sources including, at least, the following:

(1) Manufacturer's engineering report. The report should explain the predictive method used and illustrate past success of the method on similar projects. For example, the manufacturer could show the application of the method to an earlier airplane model or predict the characteristics of an earlier model and compare the results to final data for that model.

(2) Early flight test results. This data is often derived from airplane certification tests, and should be used to maximum advantage for early flight simulator validation. Certain critical tests that would normally be done early in the airplane certification program should be included to validate essential pilot training and certification maneuvers. These include cases where a pilot is expected to cope with an airplane failure mode or an engine failure. Flight test data that will be available early in the flight test program will depend on the airplane manufacturer's flight test program design and may not be the same in each case. The flight test program of the airplane manufacturer should include provisions for generation of very early flight test results for flight simulator validation.

f. The use of preliminary data is not indefinite. The airplane manufacturer's final data should be available within 12 months after the airplane's first entry into service or as agreed by the NSPM, the simulator sponsor, and the airplane manufacturer. When applying for interim qualification using preliminary data, the simulator sponsor and the NSPM should agree on the update program. This includes specifying that the final data update will be installed in the flight simulator within a period of 12 months following the final data release, unless special conditions exist and a different schedule is acceptable. The flight simulator performance and handling validation would then be based on data derived from flight tests or from other approved sources. Initial airplane systems data should be updated after engineering tests. Final airplane systems data should also be used for flight simulator programming and validation.

g. Flight simulator avionics should stay essentially in step with airplane avionics (hardware and software) updates. The permitted time lapse between airplane and flight simulator updates should be minimal. It may depend on the magnitude of the update and whether the QTG and pilot training and certification are affected. Differences in airplane and flight simulator avionics versions and the resulting effects on flight simulator qualification should be agreed between the simulator sponsor and the NSPM. Consultation with the flight simulator manufacturer is desirable throughout the qualification process.

h. The following describes an example of the design data and sources that might be used in the development of an interim qualification plan.

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

(2) For proper validation of the two sets of data, the airplane manufacturer should compare their simulation model responses against the flight test data, when driven by the same control inputs and subjected to the same atmospheric conditions as recorded in the flight test. The model responses should result from a simulation where the following systems are run in an integrated fashion and are consistent with the design data released to the flight simulator manufacturer:

(a) Propulsion;

(b) Aerodynamics;

(c) Mass properties;

(d) Flight controls;

(e) Stability augmentation; and

(f) Brakes/landing gear.

i. A qualified test pilot should be used to assess handling qualities and performance evaluations for the qualification of flight simulators of new airplane types.

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9. Engineering Simulator—Validation Data

a. When a fully validated simulation (i.e., validated with flight test results) is modified due to changes to the simulated airplane configuration, the airplane manufacturer or other acceptable data supplier must coordinate with the NSPM if they propose to supply validation data from an “audited” engineering simulator/simulation to selectively supplement flight test data. The NSPM must be provided an opportunity to audit the engineering simulation or the engineering simulator used to generate the validation data. Validation data from an audited engineering simulation may be used for changes that are incremental in nature. Manufacturers or other data suppliers must be able to demonstrate that the predicted changes in aircraft performance are based on acceptable aeronautical principles with proven success history and valid outcomes. This must include comparisons of predicted and flight test validated data.

b. Airplane manufacturers or other acceptable data suppliers seeking to use an engineering simulator for simulation validation data as an alternative to flight-test derived validation data, must contact the NSPM and provide the following:

(1) A description of the proposed aircraft changes, a description of the proposed simulation model changes, and the use of an integral configuration management process, including a description of the actual simulation model modifications that includes a step-by-step description leading from the original model(s) to the current model(s).

(2) A schedule for review by the NSPM of the proposed plan and the subsequent validation data to establish acceptability of the proposal.

(3) Validation data from an audited engineering simulator/simulation to supplement specific segments of the flight test data.

c. To be qualified to supply engineering simulator validation data, for aerodynamic, engine, flight control, or ground handling models, an airplane manufacturer or other acceptable data supplier must:

(1) Be able to verify their ability able to:

(a) Develop and implement high fidelity simulation models; and

(b) Predict the handling and performance characteristics of an airplane with sufficient accuracy to avoid additional flight test activities for those handling and performance characteristics.

(2) Have an engineering simulator that:

(a) Is a physical entity, complete with a flight deck representative of the simulated class of airplane;

(b) Has controls sufficient for manual flight;

(c) Has models that run in an integrated manner;

(d) Has fully flight-test validated simulation models as the original or baseline simulation models;

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

(f) Has actual avionics boxes interchangeable with the equivalent software simulations to support validation of released software;

(g) Uses the same models as released to the training community (which are also used to produce stand-alone proof-of-match and checkout documents);

(h) Is used to support airplane development and certification; and

(i) Has been found to be a high fidelity representation of the airplane by the manufacturer's pilots (or other acceptable data supplier), certificate holders, and the NSPM.

(3) Use the engineering simulator/simulation to produce a representative set of integrated proof-of-match cases.

(4) Use a configuration control system covering hardware and software for the operating components of the engineering simulator/simulation.

(5) Demonstrate that the predicted effects of the change(s) are within the provisions of sub-paragraph “a” of this section, and confirm that additional flight test data are not required.

d. Additional Requirements for Validation Data

(1) When used to provide validation data, an engineering simulator must meet the simulator standards currently applicable to training simulators except for the data package.

(2) The data package used must be:

(a) Comprised of the engineering predictions derived from the airplane design, development, or certification process;

(b) Based on acceptable aeronautical principles with proven success history and valid outcomes for aerodynamics, engine operations, avionics operations, flight control applications, or ground handling;

(c) Verified with existing flight-test data; and

(d) Applicable to the configuration of a production airplane, as opposed to a flight-test airplane.

(3) Where engineering simulator data are used as part of a QTG, an essential match must exist between the training simulator and the validation data.

(4) Training flight simulator(s) using these baseline and modified simulation models must be qualified to at least internationally recognized standards, such as contained in the ICAO Document 9625, the “Manual of Criteria for the Qualification of Flight Simulators.”

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10. [Reserved]

11. Validation Test Tolerances

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a. Non-Flight-Test Tolerances

(1) If engineering simulator data or other non-flight-test data are used as an allowable form of reference validation data for the objective tests listed in Table A2A of this attachment, the data provider must supply a well-documented mathematical model and testing procedure that enables a replication of the engineering simulation results within 20% of the corresponding flight test tolerances.

b. Background

(1) The tolerances listed in Table A2A of this attachment are designed to measure the quality of the match using flight-test data as a reference.

(2) Good engineering judgment should be applied to all tolerances in any test. A test is failed when the results clearly fall outside of the prescribed tolerance(s).

(3) Engineering simulator data are acceptable because the same simulation models used to produce the reference data are also used to test the flight training simulator (i.e., the two sets of results should be “essentially” similar).

(4) The results from the two sources may differ for the following reasons:

(a) Hardware (avionics units and flight controls);

(b) Iteration rates;

(c) Execution order;

(d) Integration methods;

(e) Processor architecture;

(f) Digital drift, including:

(i) Interpolation methods;

(ii) Data handling differences; and

(iii) Auto-test trim tolerances.

(5) The tolerance limit between the reference data and the flight simulator results is generally 20% of the corresponding “flight-test” tolerances. However, there may be cases where the simulator models used are of higher fidelity, or the manner in which they are cascaded in the integrated testing loop have the effect of a higher fidelity, than those supplied by the data provider. Under these circumstances, it is possible that an error greater than 20% may be generated. An error greater than 20% may be acceptable if simulator sponsor can provide an adequate explanation.

(6) Guidelines are needed for the application of tolerances to engineering-simulator-generated validation data because:

(a) Flight-test data are often not available due to technical reasons;

(b) Alternative technical solutions are being advanced; and

(c) High costs.

12. Validation Data Roadmap

a. Airplane manufacturers or other data suppliers should supply a validation data roadmap (VDR) document as part of the data package. A VDR document contains guidance material from the airplane validation data supplier recommending the best possible sources of data to be used as validation data in the QTG. A VDR is of special value when requesting interim qualification, qualification of simulators for airplanes certificated prior to 1992, and qualification of alternate engine or avionics fits. A sponsor seeking to have a device qualified in accordance with the standards contained in this QPS appendix should submit a VDR to the NSPM as early as possible in the planning stages. The NSPM is the final authority to approve the data to be used as validation material for the QTG. The NSPM and the Joint Aviation Authorities' Synthetic Training Devices Advisory Board have committed to maintain a list of agreed VDRs.

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

c. The Sample Validation Data Roadmap (VDR) for airplanes, shown in Table A2C, depicts a generic roadmap matrix identifying sources of validation data for an abbreviated list of tests. This document is merely a sample and does not provide actual data. A complete matrix should address all test conditions and provide actual data and data sources.

d. Two examples of rationale pages are presented in Appendix F of the IATA “Flight Simulator Design and Performance Data Requirements.” These illustrate the type of airplane and avionics configuration information and descriptive engineering rationale used to describe data anomalies or provide an acceptable basis for using alternative data for QTG validation requirements.

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13. Acceptance Guidelines for Alternative Engines Data.

a. Background

(1) For a new airplane type, the majority of flight validation data are collected on the first airplane configuration with a “baseline” engine type. These data are then used to validate all flight simulators representing that airplane type.

(2) Additional flight test validation data may be needed for flight simulators representing an airplane with engines of a different type than the baseline, or for engines with thrust rating that is different from previously validated configurations.

(3) When a flight simulator with alternate engines is to be qualified, the QTG should contain tests against flight test validation data for selected cases where engine differences are expected to be significant.

b. Approval Guidelines For Validating Alternate Engine Applications

(1) The following guidelines apply to flight simulators representing airplanes with alternate engine applications or with more than one engine type or thrust rating.

(2) Validation tests can be segmented into two groups, those that are dependent on engine type or thrust rating and those that are not.

(3) For tests that are independent of engine type or thrust rating, the QTG can be based on validation data from any engine application. Tests in this category should be designated as independent of engine type or thrust rating.

(4) For tests that are affected by engine type, the QTG should contain selected engine-specific flight test data sufficient to validate that particular airplane-engine configuration. These effects may be due to engine dynamic characteristics, thrust levels or engine-related airplane configuration changes. This category is primarily characterized by variations between different engine manufacturers' products, but also includes differences due to significant engine design changes from a previously flight-validated configuration within a single engine type. See Table A2D, Alternate Engine Validation Flight Tests in this section for a list of acceptable tests.

(5) Alternate engine validation data should be based on flight test data, except as noted in sub-paragraphs 13.c.(1) and (2), or where other data are specifically allowed (e.g., engineering simulator/simulation data). If certification of the flight characteristics of the airplane with a new thrust rating (regardless of percentage change) does require certification flight testing with a comprehensive stability and control flight instrumentation package, then the conditions described in Table A2D in this section should be obtained from flight testing and presented in the QTG. Flight test data, other than throttle calibration data, are not required if the new thrust rating is certified on the airplane without need for a comprehensive stability and control flight instrumentation package.

(6) As a supplement to the engine-specific flight tests listed in Table A2D and baseline engine-independent tests, additional engine-specific engineering validation data should be provided in the QTG, as appropriate, to facilitate running the entire QTG with the alternate engine configuration. The sponsor and the NSPM should agree in advance on the specific validation tests to be supported by engineering simulation data.

(7) A matrix or VDR should be provided with the QTG indicating the appropriate validation data source for each test.

(8) The flight test conditions in Table A2D are appropriate and should be sufficient to validate implementation of alternate engines in a flight simulator.

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c. Test Requirements

(1) The QTG must contain selected engine-specific flight test data sufficient to validate the alternative thrust level when:

(a) the engine type is the same, but the thrust rating exceeds that of a previously flight-test validated configuration by five percent (5%) or more; or

(b) the engine type is the same, but the thrust rating is less than the lowest previously flight-test validated rating by fifteen percent (15%) or more. See Table A2D for a list of acceptable tests.

(2) Flight test data is not required if the thrust increase is greater than 5%, but flight tests have confirmed that the thrust increase does not change the airplane's flight characteristics.

(3) Throttle calibration data (i.e., commanded power setting parameter versus throttle position) must be provided to validate all alternate engine types and engine thrust ratings that are higher or lower than a previously validated engine. Data from a test airplane or engineering test bench with the correct engine controller (both hardware and software) are required.

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Table A2D—Alternative Engine Validation Flight Tests

Entry No.	Test description		Alternative engine type	Alternative thrust rating2
1.b.1., 1.b.4.	Normal take-off/ground acceleration time and distance		X	X
1.b.2.	Vmcg,if performed for airplane certification		X	X
1.b.5. 1.b.8.	Engine-out take-off Dynamic engine failure after take-off.	Either test may be performed	X
1.b.7.	Rejected take-off if performed for airplane certification		X
1.d.1.	Cruise performance		X
1.f.1., 1.f.2.	Engine acceleration and deceleration		X	X
2.a.7.	Throttle calibration1		X	X
2.c.1.	Power change dynamics (acceleration)		X	X
2.d.1.	Vmcaif performed for airplane certification		X	X
2.d.5.	Engine inoperative trim		X	X
2.e.1.	Normal landing		X

¹Must be provided for all changes in engine type or thrust rating; see paragraph 13.c.(3).

²See paragraphs 13.c.(1) through 13.c.(3), for a definition of applicable thrust ratings.

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

a. Background

(1) For a new airplane type, the majority of flight validation data are collected on the first airplane configuration with a “baseline” flight-related avionics ship-set; (see subparagraph b.(2) of this section). These data are then used to validate all flight simulators representing that airplane type.

(2) Additional validation data may be required for flight simulators representing an airplane with avionics of a different hardware design than the baseline, or a different software revision than previously validated configurations.

(3) When a flight simulator with additional or alternate avionics configurations is to be qualified, the QTG should contain tests against validation data for selected cases where avionics differences are expected to be significant.

b. Approval Guidelines for Validating Alternate Avionics

(1) The following guidelines apply to flight simulators representing airplanes with a revised avionics configuration, or more than one avionics configuration.

(2) The baseline validation data should be based on flight test data, except where other data are specifically allowed (e.g., engineering flight simulator data).

(3) The airplane avionics can be segmented into two groups, systems or components whose functional behavior contributes to the aircraft response presented in the QTG results, and systems that do not. The following avionics are examples of contributory systems for which hardware design changes or software revisions may lead to significant differences in the aircraft response relative to the baseline avionics configuration: Flight control computers and controllers for engines, autopilot, braking system, nosewheel steering system, and high lift system. Related avionics such as stall warning and augmentation systems should also be considered.

(4) The acceptability of validation data used in the QTG for an alternative avionics fit should be determined as follows:

(a) For changes to an avionics system or component that do not affect QTG validation test response, the QTG test can be based on validation data from the previously validated avionics configuration.

(b) For an avionics change to a contributory system, where a specific test is not affected by the change (e.g., the avionics change is a Built In Test Equipment (BITE) update or a modification in a different flight phase), the QTG test can be based on validation data from the previously-validated avionics configuration. The QTG should include authoritative justification (e.g., from the airplane manufacturer or system supplier) that this avionics change does not affect the test.

(c) For an avionics change to a contributory system, the QTG may be based on validation data from the previously-validated avionics configuration if no new functionality is added and the impact of the avionics change on the airplane response is small and based on acceptable aeronautical principles with proven success history and valid outcomes. This should be supplemented with avionics-specific validation data from the airplane manufacturer's engineering simulation, generated with the revised avionics configuration. The QTG should also include an explanation of the nature of the change and its effect on the airplane response.

(d) For an avionics change to a contributory system that significantly affects some tests in the QTG or where new functionality is added, the QTG should be based on validation data from the previously validated avionics configuration and supplemental avionics-specific flight test data sufficient to validate the alternate avionics revision. Additional flight test validation data may not be needed if the avionics changes were certified without the need for testing with a comprehensive flight instrumentation package. The airplane manufacturer should coordinate flight simulator data requirements, in advance with the NSPM.

(5) A matrix or “roadmap” should be provided with the QTG indicating the appropriate validation data source for each test. The roadmap should include identification of the revision state of those contributory avionics systems that could affect specific test responses if changed.

15. Transport Delay Testing

a. This paragraph explains how to determine the introduced transport delay through the flight simulator system so that it does not exceed a specific time delay. The transport delay should be measured from control inputs through the interface, through each of the host computer modules and back through the interface to motion, flight instrument, and visual systems. The transport delay should not exceed the maximum allowable interval.

b. Four specific examples of transport delay are:

(1) Simulation of classic non-computer controlled aircraft;

(2) Simulation of computer controlled aircraft using real airplane black boxes;

(3) Simulation of computer controlled aircraft using software emulation of airplane boxes;

(4) Simulation using software avionics or re-hosted instruments.

c. Figure A2C illustrates the total transport delay for a non-computer-controlled airplane or the classic transport delay test. Since there are no airplane-induced delays for this case, the total transport delay is equivalent to the introduced delay.

d. Figure A2D illustrates the transport delay testing method using the real airplane controller system.

e. To obtain the induced transport delay for the motion, instrument and visual signal, the delay induced by the airplane controller should be subtracted from the total transport delay. This difference represents the introduced delay and should not exceed the standards prescribed in Table A1A.

f. Introduced transport delay is measured from the flight deck control input to the reaction of the instruments and motion and visual systems (See Figure A2C).

g. The control input may also be introduced after the airplane controller system and the introduced transport delay measured directly from the control input to the reaction of the instruments, and simulator motion and visual systems (See Figure A2D).

h. Figure A2E illustrates the transport delay testing method used on a flight simulator that uses a software emulated airplane controller system.

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

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

(1) Figure A2FA illustrates the transport delay procedure without airplane display simulation. The introduced delay consists of the delay between the control movement and the instrument change on the data bus.

(2) Figure A2FB illustrates the modified testing method required to measure introduced delay due to software avionics or re-hosted instruments. The total simulated instrument transport delay is measured and the airplane delay should be subtracted from this total. This difference represents the introduced delay and should not exceed the standards prescribed in Table A1A. The inherent delay of the airplane between the data bus and the displays is indicated in figure A2FA. The display manufacturer should provide this delay time.

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

l. Interpretation of results. Flight simulator results vary over time from test to test due to “sampling uncertainty.” All flight simulators run at a specific rate where all modules are executed sequentially in the host computer. The flight controls input can occur at any time in the iteration, but these data will not be processed before the start of the new iteration. For example, a flight simulator running at 60 Hz may have a difference of as much as 16.67 msec between test results. This does not mean that the test has failed. Instead, the difference is attributed to variations in input processing. In some conditions, the host simulator and the visual system do not run at the same iteration rate, so the output of the host computer to the visual system will not always be synchronized.

m. The transport delay test should account for both daylight and night modes of operation of the visual system. In both cases, the tolerances prescribed in Table A1A must be met and the motion response should occur before the end of the first video scan containing new information.

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Begin Information

16. Continuing Qualification Evaluations—Validation Test Data Presentation

a. Background

(1) The MQTG is created during the initial evaluation of a flight simulator. This is the master document, as amended, to which flight simulator continuing qualification evaluation test results are compared.

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

b. Continuing Qualification Evaluation Test Results Presentation

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

(2) There are no suggested tolerances between flight simulator continuing qualification and MQTG validation test results. Investigation of any discrepancy between the MQTG and continuing qualification flight simulator performance is left to the discretion of the flight simulator operator and the NSPM.

(3) Differences between the two sets of results, other than variations attributable to repeatability issues that cannot be explained, should be investigated.

(4) The flight simulator should retain the ability to over-plot both automatic and manual validation test results with reference data.

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Begin QPS Requirements

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

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

End QPS Requirements

Begin Information

b. It has become standard practice for experienced simulator manufacturers to use modeling techniques to establish data bases for new simulator configurations while awaiting the availability of actual flight test data. The data generated from the aerodynamic modeling techniques is then compared to the flight test data when it becomes available. The results of such comparisons have become increasingly consistent, indicating that these techniques, applied with the appropriate experience, are dependable and accurate for the development of aerodynamic models for use in Level A and Level B simulators.

c. Based on this history of successful comparisons, the NSPM has concluded that those who are experienced in the development of aerodynamic models may use modeling techniques to alter the method for acquiring flight test data for Level A or Level B simulators.

d. The information in Table A2E (Alternative Data Sources, Procedures, and Instrumentation) is presented to describe an acceptable alternative to data sources for simulator modeling and validation and an acceptable alternative to the procedures and instrumentation traditionally used to gather such modeling and validation data.

(1) Alternative data sources that may be used for part or all of a data requirement are the Airplane Maintenance Manual, the Airplane Flight Manual (AFM), Airplane Design Data, the Type Inspection Report (TIR), Certification Data or acceptable supplemental flight test data.

(2) The sponsor should coordinate with the NSPM prior to using alternative data sources in a flight test or data gathering effort.

e. The NSPM position regarding the use of these alternative data sources, procedures, and instrumentation is based on the following presumptions:

(1) Data gathered through the alternative means does not require angle of attack (AOA) measurements or control surface position measurements for any flight test. However, AOA can be sufficiently derived if the flight test program ensures the collection of acceptable level, unaccelerated, trimmed flight data. All of the simulator time history tests that begin in level, unaccelerated, and trimmed flight, including the three basic trim tests and “fly-by” trims, can be a successful validation of angle of attack by comparison with flight test pitch angle. (Note: Due to the criticality of angle of attack in the development of the ground effects model, particularly critical for normal landings and landings involving cross-control input applicable to Level B simulators, stable “fly-by” trim data will be the acceptable norm for normal and cross-control input landing objective data for these applications.)

(2) The use of a rigorously defined and fully mature simulation controls system model that includes accurate gearing and cable stretch characteristics (where applicable), determined from actual aircraft measurements. Such a model does not require control surface position measurements in the flight test objective data in these limited applications.

f. The sponsor is urged to contact the NSPM for clarification of any issue regarding airplanes with reversible control systems. Table A2E is not applicable to Computer Controlled Aircraft FFSs.

g. Utilization of these alternate data sources, procedures, and instrumentation (Table A2E) does not relieve the sponsor from compliance with the balance of the information contained in this document relative to Level A or Level B FFSs.

h. The term “inertial measurement system” is used in the following table to include the use of a functional global positioning system (GPS).

i. Synchronized video for the use of alternative data sources, procedures, and instrumentation should have:

(1) Sufficient resolution to allow magnification of the display to make appropriate measurement and comparisons; and

(2) Sufficient size and incremental marking to allow similar measurement and comparison. The detail provided by the video should provide sufficient clarity and accuracy to measure the necessary parameter(s) to at least1/2of the tolerance authorized for the specific test being conducted and allow an integration of the parameter(s) in question to obtain a rate of change.

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Table A2E—Alternative Data Sources, Procedures, and Instrumentation

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	A	B
1.a.1. Performance. Taxi. Minimum Radius turn	X	X	TIR, AFM, or Design data may be used
1.a.2. Performance. Taxi Rate of Turn vs. Nosewheel Steering Angle		X	Data may be acquired by using a constant tiller position, measured with a protractor 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 NSPM concurrence.
1.b.1. Performance. Takeoff. Ground Acceleration Time and Distance	X	X	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 inertial measurement system is installed, speed and distance may be derived from acceleration measurements
1.b.2. Performance. Takeoff. Minimum Control Speed—ground (Vmcg) using aerodynamic controls only (per applicable airworthiness standard) or low speed, engine inoperative ground control characteristics	X	X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls	Rapid throttle reductions at speeds near Vmcgmay be used while recording appropriate parameters. The nosewheel must be free to caster, or equivalently freed of sideforce generation.
1.b.3. Performance. Takeoff. Minimum Unstick Speed (Vmu) or equivalent test to demonstrate early rotation takeoff characteristics	X	X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and the force/position measurements of flight deck controls
1.b.4. Performance. Takeoff. Normal Takeoff	X	X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls. AOA can be calculated from pitch attitude and flight path
1.b.5. Performance. Takeoff. Critical Engine Failure during Takeoff	X	X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls	Record airplane dynamic response to engine failure and control inputs required to correct flight path.
1.b.6. Performance. Takeoff. Crosswind Takeoff	X	X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls	The “1:7 law” to 100 feet (30 meters) is an acceptable wind profile.
1.b.7. Performance. Takeoff. Rejected Takeoff	X	X	Data may be acquired with a synchronized video of calibrated airplane instruments, thrust lever position, engine parameters, and distance (e.g., runway markers). A stop watch is required.
1.c. 1. Performance. Climb. Normal Climb all engines operating.	X	X	Data may be acquired with a synchronized video of calibrated airplane instruments and engine power throughout the climb range
1.c.2. Performance. Climb. One engine Inoperative Climb	X	X	Data may be acquired with a synchronized video of calibrated airplane instruments and engine power throughout the climb range
1.c.4. Performance. Climb. One Engine Inoperative Approach Climb (if operations in icing conditions are authorized)	X	X	Data may be acquired with a synchronized video of calibrated airplane instruments and engine power throughout the climb range
1.d.1. Cruise/Descent. Level flight acceleration.	X	X	Data may be acquired with a synchronized video of calibrated airplane instruments, thrust lever position, engine parameters, and elapsed time
1.d.2. Cruise/Descent. Level flight deceleration.	X	X	Data may be acquired with a synchronized video of calibrated airplane instruments, thrust lever position, engine parameters, and elapsed time
1.d.4. Cruise/Descent. Idle descent	X	X	Data may be acquired with a synchronized video of calibrated airplane instruments, thrust lever position, engine parameters, and elapsed time
1.d.5. Cruise/Descent. Emergency Descent	X	X	Data may be acquired with a synchronized video of calibrated airplane instruments, thrust lever position, engine parameters, and elapsed time
1.e.1. Performance. Stopping. Deceleration time and distance, using manual application of wheel brakes and no reverse thrust on a dry runway	X	X	Data may be acquired during landing tests using a stop watch, runway markers, and a synchronized video of calibrated airplane instruments, thrust lever position and the pertinent parameters of engine power
1.e.2. Performance. Ground. Deceleration Time and Distance, using reverse thrust and no wheel brakes	X	X	Data may be acquired during landing tests using a stop watch, runway markers, and a synchronized video of calibrated airplane instruments, thrust lever position and pertinent parameters of engine power
1.f.1. Performance. Engines. Acceleration	X	X	Data may be acquired with a synchronized video recording of engine instruments and throttle position
1.f.2. Performance. Engines. Deceleration	X	X	Data may be acquired with a synchronized video recording of engine instruments and throttle position
2.a.1.a. Handling Qualities. Static Control Checks. Pitch Controller Position vs. Force and Surface Position Calibration	X	X	Surface position data may be acquired from flight data recorder (FDR) sensor or, if no FDR sensor, at selected, significant column positions (encompassing significant column position data points), acceptable to the NSPM, using a control surface protractor on the ground. 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 position data acquisition should be accomplished with winds less than 5 kts.
2.a.2.a. Handling Qualities. Static Control Checks. Roll Controller Position vs. Force and Surface Position Calibration	X	X	Surface position data may be acquired from flight data recorder (FDR) sensor or, if no FDR sensor, at selected, significant wheel positions (encompassing significant wheel position data points), acceptable to the NSPM, using a control surface protractor on the ground. Force data may be acquired by using a hand held force gauge at the same wheel position data points	For airplanes with reversible control systems, surface position data acquisition should be accomplished with winds less than 5 kts.
2.a.3.a. Handling Qualities. Static Control Checks. Rudder Pedal Position vs. Force and Surface Position Calibration	X	X	Surface position data may be acquired from flight data recorder (FDR) sensor or, if no FDR sensor, at selected, significant rudder pedal positions (encompassing significant rudder pedal position data points), acceptable to the NSPM, using a control surface protractor on the ground. 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 position 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	X	X	Breakout data may be acquired with a hand held force gauge. The remainder of the force to the stops may be calculated if the force gauge and a protractor are used to measure force after breakout for at least 25% of the total displacement capability
2.a.5. Handling Qualities. Static Control Checks. Rudder Pedal Steering Calibration	X	X	Data may be acquired through the use of force pads on the rudder pedals and a pedal position measurement device, together with design data for nosewheel position
2.a.6. Handling Qualities. Static Control Checks. Pitch Trim Indicator vs. Surface Position Calibration	X	X	Data may be acquired through calculations
2.a.7. Handling qualities. Static control tests. Pitch trim rate	X	X	Data may be acquired by using a synchronized 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 parameter	X	X	Data may be acquired through the use of a temporary throttle quadrant scale to document throttle position. Use a synchronized video to record steady state instrument readings or hand-record steady state engine performance readings
2.a.9. Handling qualities. Static control tests. Brake pedal position vs. force and brake system pressure calibration	X	X	Use of design or predicted data is acceptable. Data may be acquired by measuring deflection at “zero” and “maximum” and calculating deflections between the extremes using the airplane design data curve
2.c.1. Handling qualities. Longitudinal control tests. Power change dynamics	X	X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and throttle position
2.c.2. Handling qualities. Longitudinal control tests. Flap/slat change dynamics	X	X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and flap/slat position
2.c.3. Handling qualities. Longitudinal control tests. Spoiler/speedbrake change dynamics	X	X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and spoiler/speedbrake position
2.c.4. Handling qualities. Longitudinal control tests. Gear change dynamics	X	X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and gear position
2.c.5. Handling qualities. Longitudinal control tests. Longitudinal trim	X	X	Data may be acquired through use of an inertial measurement system and a synchronized video of flight deck controls position (previously calibrated to show related surface position) and the engine instrument readings
2.c.6. Handling qualities. Longitudinal control tests. Longitudinal maneuvering stability (stick force/g)	X	X	Data may be acquired through the use of an inertial measurement system and a synchronized video of calibrated airplane instruments; a temporary, high resolution bank angle scale affixed to the attitude indicator; and a wheel and column force measurement indication
2.c.7. Handling qualities. Longitudinal control tests. Longitudinal static stability	X	X	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. Longitudinal control tests. Stall characteristics	X	X	Data may be acquired through a synchronized video recording of a stop watch and calibrated airplane airspeed indicator. Hand-record the flight conditions and airplane configuration	Airspeeds may be cross checked with those in the TIR and AFM.
2.c.9. Handling qualities. Longitudinal control tests. Phugoid dynamics	X	X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls
2.c.10. Handling qualities. Longitudinal control tests. Short period dynamics		X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls
2.d.1. Handling qualities. Lateral directional tests. Minimum control speed, air (Vmcaor Vmci), per applicable airworthiness standard or Low speed engine inoperative handling characteristics in the air	X	X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls
2.d.2. Handling qualities. Lateral directional tests. Roll response (rate)	X	X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck lateral controls	May be combined with step input of flight deck roll controller test, 2.d.3.
2.d.3. Handling qualities. Lateral directional tests. Roll response to flight deck roll controller step input	X	X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck lateral controls
2.d.4. Handling qualities. Lateral directional tests. Spiral stability	X	X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments; force/position measurements of flight deck controls; and a stop watch
2.d.5. Handling qualities. Lateral directional tests. Engine inoperative trim	X	X	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 segment climb is not a certification task and should not be conducted until a safe altitude is reached.
2.d.6. Handling qualities. Lateral directional tests. Rudder response	X	X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of rudder pedals
2.d.7. Handling qualities. Lateral directional tests. Dutch roll, (yaw damper OFF)	X	X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls
2.d.8. Handling qualities. Lateral directional tests. Steady state sideslip	X	X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls Ground track and wind corrected heading may be used for sideslip angle.
2.e.1. Handling qualities. Landings. Normal landing		X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls
2.e.3. Handling qualities. Landings. Crosswind landing		X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls
2.e.4. Handling qualities. Landings. One engine inoperative landing		X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and the force/position measurements of flight deck controls. Normal and lateral accelerations may be recorded in lieu of AOA and sideslip
2.e.5. Handling qualities. Landings. Autopilot landing (if applicable)		X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls.Normal and lateral accelerations may be recorded in lieu of AOA and sideslip
2.e.6. Handling qualities. Landings. All engines operating, autopilot, go around		X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls. Normal and lateral accelerations may be recorded in lieu of AOA and sideslip
2.e.7. Handling qualities. Landings. One engine inoperative go around		X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls. Normal and lateral accelerations may be recorded in lieu of AOA and sideslip
2.e.8. Handling qualities. Landings. Directional control (rudder effectiveness with symmetric thrust)		X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls. Normal and lateral accelerations may be recorded in lieu of AOA and sideslip
2.e.9. Handling qualities. Landings. Directional control (rudder effectiveness with asymmetric reverse thrust)		X	Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls. Normal and lateral accelerations may be recorded in lieu of AOA and sideslip
2.f. Handling qualities. Ground effect. Test to demonstrate ground effect		X	Data may be acquired by using calibrated airplane instruments, an inertial measurement system, and a synchronized video of calibrated airplane instruments and force/position measurements of flight deck controls

End Information

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

Begin QPS Requirements

1. Requirements

a. Except for special use airport models, described as Class III, all airport models required by this part must be representations of real-world, operational airports or representations of fictional airports and must meet the requirements set out in Tables A3B or A3C of this attachment, as appropriate.

b. If fictional airports are used, the sponsor must ensure that navigational aids and all appropriate maps, charts, and other navigational reference material for the fictional airports (and surrounding areas as necessary) are compatible, complete, and accurate with respect to the visual presentation of the airport model of this fictional airport. An SOC must be submitted that addresses navigation aid installation and performance and other criteria (including obstruction clearance protection) for all instrument approaches to the fictional airports that are available in the simulator. The SOC must reference and account for information in the terminal instrument procedures manual and the construction and availability of the required maps, charts, and other navigational material. This material must be clearly marked “for training purposes only.”

c. When the simulator is being used by an instructor or evaluator for purposes of training, checking, or testing under this chapter, only airport models classified as Class I, Class II, or Class III may be used by the instructor or evaluator. Detailed descriptions/definitions of these classifications are found in Appendix F of this part.

d. When a person sponsors an FFS maintained by a person other than a U.S. certificate holder, the sponsor is accountable for that FFS originally meeting, and continuing to meet, the criteria under which it was originally qualified and the appropriate Part 60 criteria, including the airport models that may be used by instructors or evaluators for purposes of training, checking, or testing under this chapter.

e. Neither Class II nor Class III airport visual models are required to appear on the SOQ, and the method used for keeping instructors and evaluators apprised of the airport models that meet Class II or Class III requirements on any given simulator is at the option of the sponsor, but the method used must be available for review by the TPAA.

f. When an airport model represents a real world airport and a permanent change is made to that real world airport (e.g., a new runway, an extended taxiway, a new lighting system, a runway closure) without a written extension grant from the NSPM (described in paragraph 1.g. of this section), an update to that airport model must be made in accordance with the following time limits:

(1) For a new airport runway, a runway extension, a new airport taxiway, a taxiway extension, or a runway/taxiway closure—within 90 days of the opening for use of the new airport runway, runway extension, new airport taxiway, or taxiway extension; or within 90 days of the closure of the runway or taxiway.

(2) For a new or modified approach light system—within 45 days of the activation of the new or modified approach light system.

(3) For other facility or structural changes on the airport (e.g., new terminal, relocation of Air Traffic Control Tower)—within 180 days of the opening of the new or changed facility or structure.

g. If a sponsor desires an extension to the time limit for an update to a visual scene or airport model or has an objection to what must be updated in the specific airport model requirement, the sponsor must provide a written extension request to the NSPM stating the reason for the update delay and a proposed completion date, or explain why the update is not necessary (i.e., why the identified airport change will not have an impact on flight training, testing, or checking). A copy of this request or objection must also be sent to the POI/TCPM. The NSPM will send the official response to the sponsor and a copy to the POI/TCPM. If there is an objection, after consultation with the appropriate POI/TCPM regarding the training, testing, or checking impact, the NSPM will send the official response to the sponsor and a copy to the POI/TCPM.

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Begin Information

2. Discussion

a. The subjective tests provide a basis for evaluating the capability of the simulator to perform over a typical utilization period; determining that the simulator accurately simulates each required maneuver, procedure, or task; and verifying correct operation of the simulator controls, instruments, and systems. The items listed in the following Tables are for simulator evaluation purposes only. They may not be used to limit or exceed the authorizations for use of a given level of simulator, as described on the SOQ, or as approved by the TPAA.

b. The tests in Table A3A, Operations Tasks, in this attachment, address pilot functions, including maneuvers and procedures (called flight tasks), and are divided by flight phases. The performance of these tasks by the NSPM includes an operational examination of the visual system and special effects. There are flight tasks included to address some features of advanced technology airplanes and innovative training programs. For example, “high angle-of-attack maneuvering” is included to provide a required alternative to “approach to stalls” for airplanes employing flight envelope protection functions.

c. The tests in Table A3A, Operations Tasks, and Table A3G, Instructor Operating Station of this attachment, address the overall function and control of the simulator including the various simulated environmental conditions; simulated airplane system operations (normal, abnormal, and emergency); visual system displays; and special effects necessary to meet flight crew training, evaluation, or flight experience requirements.

d. All simulated airplane systems functions will be assessed for normal and, where appropriate, alternate operations. Normal, abnormal, and emergency operations associated with a flight phase will be assessed during the evaluation of flight tasks or events within that flight phase. Simulated airplane systems are listed separately under “Any Flight Phase” to ensure appropriate attention to systems checks. Operational navigation systems (including inertial navigation systems, global positioning systems, or other long-range systems) and the associated electronic display systems will be evaluated if installed. The NSP pilot will include in his report to the TPAA, the effect of the system operation and any system limitation.

e. Simulators demonstrating a satisfactory circling approach will be qualified for the circling approach maneuver and may be approved for such use by the TPAA in the sponsor's FAA-approved flight training program. To be considered satisfactory, the circling approach will be flown at maximum gross weight for landing, with minimum visibility for the airplane approach category, and must allow proper alignment with a landing runway at least 90° different from the instrument approach course while allowing the pilot to keep an identifiable portion of the airport in sight throughout the maneuver (reference—14 CFR 91.175(e)).

f. At the request of the TPAA, the NSPM may assess a device to determine if it is capable of simulating certain training activities in a sponsor's training program, such as a portion of a Line Oriented Flight Training (LOFT) scenario. Unless directly related to a requirement for the qualification level, the results of such an evaluation would not affect the qualification level of the simulator. However, if the NSPM determines that the simulator does not accurately simulate that training activity, the simulator would not be approved for that training activity.

g. The FAA intends to allow the use of Class III airport models when the sponsor provides the TPAA (or other regulatory authority) an appropriate analysis of the skills, knowledge, and abilities (SKAs) necessary for competent performance of the tasks in which this particular media element is used. The analysis should describe the ability of the FFS/visual media to provide an adequate environment in which the required SKAs are satisfactorily performed and learned. The analysis should also include the specific media element, such as the airport model. Additional sources of information on the conduct of task and capability analysis may be found on the FAA's Advanced Qualification Program (AQP) Web site at: http://www.faa.gov/education_research/training/aqp/.

h. The TPAA may accept Class III airport models without individual observation provided the sponsor provides the TPAA with an acceptable description of the process for determining the acceptability of a specific airport model, outlines the conditions under which such an airport model may be used, and adequately describes what restrictions will be applied to each resulting airport or landing area model. Examples of situations that may warrant Class_III model designation by the TPAA include the following:

(a) Training, testing, or checking on very low visibility operations, including SMGCS operations.

(b) Instrument operations training (including instrument takeoff, departure, arrival, approach, and missed approach training, testing, or checking) using—

(i) A specific model that has been geographically “moved” to a different location and aligned with an instrument procedure for another airport.

(ii) A model that does not match changes made at the real-world airport (or landing area for helicopters) being modeled.

(iii) A model generated with an “off-board” or an “on-board” model development tool (by providing proper latitude/longitude reference; correct runway or landing area orientation, length, width, marking, and lighting information; and appropriate adjacent taxiway location) to generate a facsimile of a real world airport or landing area.

i. Previously qualified simulators with certain early generation Computer Generated Image (CGI) visual systems, are limited by the capability of the Image Generator or the display system used. These systems are:

(1) Early CGI visual systems that are excepted from the requirement of including runway numbers as a part of the specific runway marking requirements are:

(a) Link NVS and DNVS.

(b) Novoview 2500 and 6000.

(c) FlightSafety VITAL series up to, and including, VITAL III, but not beyond.

(d) Redifusion SP1, SP1T, and SP2.

(2) Early CGI visual systems are excepted from the requirement of including runway numbers unless the runways are used for LOFT training sessions. These LOFT airport models require runway numbers but only for the specific runway end (one direction) used in the LOFT session. The systems required to display runway numbers only for LOFT scenes are:

(a) FlightSafety VITAL IV.

(b) Redifusion SP3 and SP3T.

(c) Link-Miles Image II.

(3) The following list of previously qualified CGI and display systems are incapable of generating blue lights. These systems are not required to have accurate taxi-way edge lighting:

(a) Redifusion SP1.

(b) FlightSafety Vital IV.

(c) Link-Miles Image II and Image IIT

(d) XKD displays (even though the XKD image generator is capable of generating blue colored lights, the display cannot accommodate that color).

End Information

Table A3A—Functions and Subjective Tests

QPS Requirements
Entry No.	Operations tasks	Simulator level
		A	B	C	D
Tasks in this table are subject to evaluation if appropriate for the airplane simulated as indicated in the SOQ Configuration List or the level of simulator qualification involved. Items not installed or not functional on the simulator and, therefore, not appearing on the SOQ Configuration List, are not required to be listed as exceptions on the SOQ.
1.	Preparation For Flight Preflight. Accomplish a functions check of all switches, indicators, systems, and equipment at all crewmembers' and instructors' stations and determine that the flight deck design and functions are identical to that of the airplane simulated	X	X	X	X
2.	Surface Operations (Pre-Take-Off)
2.a.	Engine Start
2.a.1.	Normal start	X	X	X	X
2.a.2.	Alternate start procedures	X	X	X	X
2.a.3.	Abnormal starts and shutdowns (e.g., hot/hung start, tail pipe fire)	X	X	X	X
2.b.	Pushback/Powerback	X	X	X
2.c.	Taxi
2.c.1.	Thrust response	X	X	X	X
2.c.2.	Power lever friction	X	X	X	X
2.c.3.	Ground handling	X	X	X	X
2.c.4.	Nosewheel scuffing			X	X
2.c.5.	Brake operation (normal and alternate/emergency)	X	X	X	X
2.c.6.	Brake fade (if applicable)	X	X	X	X
3.	Take-off.
3.a.	Normal
3.a.1.	Airplane/engine parameter relationships	X	X	X	X
3.a.2.	Acceleration characteristics (motion)	X	X	X	X
3.a.3.	Nosewheel and rudder steering	X	X	X	X
3.a.4.	Crosswind (maximum demonstrated)	X	X	X	X
3.a.5.	Special performance (e.g., reduced V1, max de-rate, short field operations)	X	X	X	X
3.a.6.	Low visibility take-off	X	X	X	X
3.a.7.	Landing gear, wing flap leading edge device operation	X	X	X	X
3.a.8.	Contaminated runway operation	X	X
3.b.	Abnormal/emergency
3.b.1.	Rejected Take-off	X	X	X	X
3.b.2.	Rejected special performance (e.g., reduced V1, max de-rate, short field operations)	X	X	X	X
3.b.3.	Takeoff with a propulsion system malfunction (allowing an analysis of causes, symptoms, recognition, and the effects on aircraft performance and handling) at the following points: . (i) Prior to V1decision speed (ii) Between V1and Vr (rotation speed) (iii) Between Vr and 500 feet above ground level	X	X	X	X
3.b.4.	With wind shear	X	X	X	X
3.b.5.	Flight control system failures, reconfiguration modes, manual reversion and associated handling	X	X	X	X
3.b.6.	Rejected takeoff with brake fade	X	X
3.b.7.	Rejected, contaminated runway	X	X
4.	Climb.
4.a.	Normal	X	X	X	X
4.b.	One or more engines inoperative	X	X	X	X
5.	Cruise
5.a.	Performance characteristics (speed vs. power)	X	X	X	X
5.b.	High altitude handling	X	X	X	X
5.c.	High Mach number handling (Mach tuck, Mach buffet) and recovery (trim change)	X	X	X	X
5.d.	Overspeed warning (in excess of Vmoor Mmo)	X	X	X	X
5.e.	High IAS handling	X	X	X	X
6.	Maneuvers
6.a.	High angle of attack, approach to stalls, stall warning, buffet, and g-break (take-off, cruise, approach, and landing configuration)	X	X	X	X
6.b.	Flight envelope protection (high angle of attack, bank limit, overspeed, etc.)	X	X	X	X
6.c.	Turns with/without speedbrake/spoilers deployed	X	X	X	X
6.d.	Normal and steep turns	X	X	X	X
6.e.	In flight engine shutdown and restart (assisted and windmill)	X	X	X	X
6.f.	Maneuvering with one or more engines inoperative, as appropriate	X	X	X	X
6.g.	Specific flight characteristics (e.g., direct lift control)	X	X	X	X
6.h.	Flight control system failures, reconfiguration modes, manual reversion and associated handling	X	X	X	X
7.	Descent.
7.a.	Normal	X	X	X	X
7.b.	Maximum rate (clean and with speedbrake, etc.)	X	X	X	X
7.c.	With autopilot	X	X	X	X
7.d.	Flight control system failures, reconfiguration modes, manual reversion and associated handling	X	X	X	X
8.	Instrument Approaches and Landing. Those instrument approach and landing tests relevant to the simulated airplane type are selected from the following list. Some tests are made with limiting wind velocities, under wind shear conditions, and with relevant system failures, including the failure of the Flight Director. If Standard Operating Procedures allow use autopilot for non-precision approaches, evaluation of the autopilot will be included. Level A simulators are not authorized to credit the landing maneuver
8.a.	Precision
8.a.1.	PAR	X	X	X	X
8.a.2.	CAT I/GBAS (ILS/MLS) published approaches	X	X	X	X
	(i) Manual approach with/without flight director including landing	X	X	X	X
	(ii) Autopilot/autothrottle coupled approach and manual landing	X	X	X	X
	(iii) Manual approach to DH and go-around all engines	X	X	X	X
	(iv) Manual one engine out approach to DH and go-around	X	X	X	X
	(v) Manual approach controlled with and without flight director to 30 m (100 ft) below CAT I minima	X	X	X	X
	A. With cross-wind (maximum demonstrated)	X	X	X	X
	B. With windshear	X	X	X	X
	(vi) Autopilot/autothrottle coupled approach, one engine out to DH and go-around	X	X	X	X
	(vii) Approach and landing with minimum/standby electrical power	X	X	X	X
8.a.3.	CAT II/GBAS (ILS/MLS) published approaches	X	X	X	X
	(i) Autopilot/autothrottle coupled approach to DH and landing	X	X	X	X
	(ii) Autopilot/autothrottle coupled approach to DH and go-around	X	X	X	X
	(iii) Autocoupled approach to DH and manual go-around	X	X	X	X
	(iv) Category II published approach (autocoupled, autothrottle)	X	X	X	X
8.a.4.	CAT III/GBAS (ILS/MLS) published approaches	X	X	X	X
	(i) Autopilot/autothrottle coupled approach to land and rollout	X	X	X	X
	(ii) Autopilot/autothrottle coupled approach to DH/Alert Height and go-around	X	X	X	X
	(iii) Autopilot/autothrottle coupled approach to land and rollout with one engine out	X	X	X	X
	(iv) Autopilot/autothrottle coupled approach to DH/Alert Height and go-around with one engine out	X	X	X	X
	(v) Autopilot/autothrottle coupled approach (to land or to go around)	X	X	X	X
	A. With generator failure	X	X	X	X
	B. With 10 knot tail wind	X	X	X	X
	C. With 10 knot crosswind	X	X	X	X
8.b.	Non-precision
8.b.1.	NDB	X	X	X	X
8.b.2.	VOR, VOR/DME, VOR/TAC	X	X	X	X
8.b.3.	RNAV (GNSS/GPS)	X	X	X	X
8.b.4.	ILS LLZ (LOC), LLZ (LOC)/BC	X	X	X	X
8.b.5.	ILS offset localizer	X	X	X	X
8.b.6.	Direction finding facility (ADF/SDF)	X	X	X	X
8.b.7.	Airport surveillance radar (ASR)	X	X	X	X
9.	Visual Approaches (Visual Segment) and Landings. Flight simulators with visual systems, which permit completing a special approach procedure in accordance with applicable regulations, may be approved for that particular approach procedure
9.a.	Maneuvering, normal approach and landing, all engines operating with and without visual approach aid guidance	X	X	X	X
9.b.	Approach and landing with one or more engines inoperative	X	X	X	X
9.c.	Operation of landing gear, flap/slats and speedbrakes (normal and abnormal)	X	X	X	X
9.d.	Approach and landing with crosswind (max. demonstrated)	X	X	X	X
9.e.	Approach to land with wind shear on approach	X	X	X	X
9.f.	Approach and landing with flight control system failures, reconfiguration modes, manual reversion and associated handling (most significant degradation which is probable)	X	X	X	X
9.g.	Approach and landing with trim malfunctions	X	X	X	X
9.g.1.	Longitudinal trim malfunction	X	X	X	X
9.g.2.	Lateral-directional trim malfunction	X	X	X	X
9.h.	Approach and landing with standby (minimum) electrical/hydraulic power	X	X	X	X
9.i.	Approach and landing from circling conditions (circling approach)	X	X	X	X
9.j.	Approach and landing from visual traffic pattern	X	X	X	X
9.k.	Approach and landing from non-precision approach	X	X	X	X
9.l.	Approach and landing from precision approach	X	X	X	X
9.m.	Approach procedures with vertical guidance (APV), e.g., SBAS	X	X	X	X
10.	Missed Approach
10.a.	All engines	X	X	X	X
10.b.	One or more engine(s) out	X	X	X	X
10.c.	With flight control system failures, reconfiguration modes, manual reversion and associated handling	X	X	X	X
11.	Surface Operations (Landing roll and taxi).
11.a.	Spoiler operation	X	X	X	X
11.b.	Reverse thrust operation	X	X	X	X
11.c.	Directional control and ground handling, both with and without reverse thrust	X	X	X
11.d.	Reduction of rudder effectiveness with increased reverse thrust (rear pod-mounted engines)	X	X	X
11.e.	Brake and anti-skid operation with dry, patchy wet, wet on rubber residue, and patchy icy conditions	X	X
11.f.	Brake operation, to include auto-braking system where applicable	X	X	X	X
12.	Any Flight Phase.
12.a.	Airplane and engine systems operation
12.a.1.	Air conditioning and pressurization (ECS)	X	X	X	X
12.a.2.	De-icing/anti-icing	X	X	X	X
12.a.3.	Auxiliary power unit (APU)	X	X	X	X
12.a.4.	Communications	X	X	X	X
12.a.5.	Electrical	X	X	X	X
12.a.6.	Fire and smoke detection and suppression	X	X	X	X
12.a.7.	Flight controls (primary and secondary)	X	X	X	X
12.a.8.	Fuel and oil, hydraulic and pneumatic	X	X	X	X
12.a.9.	Landing gear	X	X	X	X
12.a.10.	Oxygen	X	X	X	X
12.a.11.	Engine	X	X	X	X
12.a.12.	Airborne radar	X	X	X	X
12.a.13.	Autopilot and Flight Director	X	X	X	X
12.a.14.	Collision avoidance systems. (e.g., (E)GPWS, TCAS)	X	X	X	X
12.a.15.	Flight control computers including stability and control augmentation	X	X	X	X
12.a.16.	Flight display systems	X	X	X	X
12.a.17.	Flight management computers	X	X	X	X
12.a.18.	Head-up guidance, head-up displays	X	X	X	X
12.a.19.	Navigation systems	X	X	X	X
12.a.20.	Stall warning/avoidance	X	X	X	X
12.a.21.	Wind shear avoidance equipment	X	X	X	X
12.a.22.	Automatic landing aids.	X	X	X	X
12.b.	Airborne procedures
12.b.1.	Holding	X	X	X	X
12.b.2.	Air hazard avoidance (traffic, weather)	X	X
12.b.3.	Wind shear	X	X
12.b.4.	Effects of airframe ice	X	X
12.c.	Engine shutdown and parking
12.c.1.	Engine and systems operation	X	X	X	X
12.c.2.	Parking brake operation	X	X	X	X

Table A3B—Functions and Subjective Tests

QPS Requirements
Entry No.	For qualification at the stated level—Class I airport models	Simulator level
		A	B	C	D
This table specifies the minimum airport model content and functionality to qualify a simulator at the indicated level. This table applies only to the airport models required for simulator qualification; i.e., one airport model for Level A and Level B simulators; three airport models for Level C and Level D simulators.
Begin QPS Requirements
1.	Functional test content requirements for Level A and Level B simulators. The following is the minimum airport model content requirement to satisfy visual capability tests, and provides suitable visual cues to allow completion of all functions and subjective tests described in this attachment for simulators at Levels A and B.
1.a.	A minimum of one (1) representative airport model. This model identification must be acceptable to the sponsor's TPAA, selectable from the IOS, and listed on the SOQ	X	X
1.b.	The fidelity of the airport model must be sufficient for the aircrew to visually identify the airport; determine the position of the simulated airplane within a night visual scene; successfully accomplish take-offs, approaches, and landings; and maneuver around the airport on the ground as necessary	X	X
1.c.	Runways:	X	X
1.c.1.	Visible runway number	X	X
1.c.2.	Runway threshold elevations and locations must be modeled to provide sufficient correlation with airplane systems (e.g., altimeter)	X	X
1.c.3.	Runway surface and markings	X	X
1.c.4.	Lighting for the runway in use including runway edge and centerline	X	X
1.c.5.	Lighting, visual approach aid and approach lighting of appropriate colors	X	X
1.c.6.	Representative taxiway lights	X	X
2.	Functional test content requirements for Level C and Level D simulators. The following is the minimum airport model content requirement to satisfy visual capability tests, and provide suitable visual cues to allow completion of all functions and subjective tests described in this attachment for simulators at Levels C and D. Not all of the elements described in this section must be found in a single airport model. However, all of the elements described in this section must be found throughout a combination of the three (3) airport models described in entry 2.a.
2.a.	A minimum of three (3) representative airport models. The model identifications must be acceptable to the sponsor's TPAA, selectable from the IOS, and listed on the SOQ			X	X
2.a.1.	Night and Twilight (Dusk) scenes required			X	X
2.a.2.	Daylight scenes required				X
2.b.	Two parallel runways and one crossing runway, displayed simultaneously; at least two of the runways must be able to be lighted fully and simultaneously Note: This requirement may be demonstrated at either a fictional airport or a real-world airport. However, if a fictional airport is used, this airport must be listed on the SOQ			X	X
2.c.	Runway threshold elevations and locations must be modeled to provide sufficient correlation with airplane systems (e.g., HGS, GPS, altimeter); slopes in runways, taxiways, and ramp areas must not cause distracting or unrealistic effects, including pilot eye-point height variation			X	X
2.d.	Representative airport buildings, structures and lighting			X	X
2.e.	At least one useable gate, at the appropriate height (required only for those airplanes that typically operate from terminal gates)			X	X
2.f.	Representative moving and static gate clutter (e.g., other airplane, power carts, tugs, fuel trucks, and additional gates)			X	X
2.g.	Representative gate/apron markings (e.g., hazard markings, lead-in lines, gate numbering) and lighting			X	X
2.h.	Representative runway markings, lighting, and signage, including a windsock that gives appropriate wind cues			X	X
2.i.	Representative taxiway markings, lighting, and signage necessary for position identification, and to taxi from parking to a designated runway and return to parking			X	X
2.j.	A low visibility taxi route (e.g., Surface Movement Guidance Control System, follow-me truck, daylight taxi lights) must also be demonstrated				X
2.k.	Representative moving and static ground traffic (e.g., vehicular and airplane), including the capability to present ground hazards (e.g., another airplane crossing the active runway)			X	X
2.l.	Representative moving airborne traffic, including the capability to present air hazards (e.g., airborne traffic on a possible collision course)			X	X
2.m.	Representative depiction of terrain and obstacles as well as significant and identifiable natural and cultural features, within 25 NM of the reference airport			X	X
2.n.	Appropriate approach lighting systems and airfield lighting for a VFR circuit and landing, non-precision approaches and landings, and Category I, II and III precision approaches and landings			X	X
2.o.	Representative gate docking aids or a marshaller			X	X
2.p.	Portrayal of physical relationships known to cause landing illusions (e.g., short runways, landing approaches over water, uphill or downhill runways, rising terrain on the approach path) This requirement may be met by a SOC and a demonstration of two landing illusions. The illusions are not required to be beyond the normal operational capabilities of the airplane being simulated. The demonstrated illusions must be available to the instructor or check airman at the IOS for training, testing, checking, or experience activities				X
2.q.	Portrayal of runway surface contaminants, including runway lighting reflections when wet and partially obscured lights when snow is present, or suitable alternative effects				X
3.	Airport model management. The following is the minimum airport model management requirements for simulators at Levels A, B, C, and D.
3.a.	Runway and approach lighting must fade into view in accordance with the environmental conditions set in the simulator, and the distance from the object	X	X	X	X
3.b.	The direction of strobe lights, approach lights, runway edge lights, visual landing aids, runway centerline lights, threshold lights, and touchdown zone lights must be replicated	X	X	X	X
4.	Visual feature recognition. The following is the minimum distances at which runway features must be visible for simulators at Levels A, B, C, and D. Distances are measured from runway threshold to an airplane aligned with the runway on an extended 3° glide-slope in simulated meteorological conditions that recreate the minimum distances for visibility. For circling approaches, all tests apply to the runway used for the initial approach and to the runway of intended landing.
4.a.	Runway definition, strobe lights, approach lights, and runway edge white lights from 5 sm (8 km) of the runway threshold	X	X	X	X
4.b.	Visual Approach Aid lights (VASI or PAPI) from 5 sm (8 km) of the runway threshold			X	X
4.c.	Visual Approach Aid lights (VASI or PAPI) from 3 sm (5 km) of the runway threshold	X	X
4.d.	Runway centerline lights and taxiway definition from 3 sm (5 km)	X	X	X	X
4.e.	Threshold lights and touchdown zone lights from 2 sm (3 km)	X	X	X	X
4.f.	Runway markings within range of landing lights for night scenes as required by the surface resolution test on day scenes	X	X	X	X
4.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
5.	Airport model content. The following sets out the minimum requirements for what must be provided in an airport model and also identifies the other aspects of the airport environment that must correspond with that model for simulators at Levels A, B, C, and D. For circling approaches, all tests apply to the runway used for the initial approach and to the runway of intended landing. If all runways in an airport model used to meet the requirements of this attachment are not designated as “in use,” then the “in use” runways must be listed on the SOQ (e.g., KORD, Rwys 9R, 14L, 22R). Models of airports with more than one runway must have all significant runways not “in-use” visually depicted for airport and runway recognition purposes. The use of white or off white light strings that identify the runway threshold, edges, and ends for twilight and night scenes are acceptable for this requirement. Rectangular surface depictions are acceptable for daylight scenes. A visual system's capabilities must be balanced between providing airport models with an accurate representation of the airport and a realistic representation of the surrounding environment. Airport model detail must be developed using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material; however, this does not require that such models contain details that are beyond the design capability of the currently qualified visual system. Only one “primary” taxi route from parking to the runway end will be required for each “in-use” runway.
5.a.	The surface and markings for each “in-use” runway must include the following:
5.a.1.	Threshold markings	X	X	X	X
5.a.2.	Runway numbers	X	X	X	X
5.a.3.	Touchdown zone markings	X	X	X	X
5.a.4.	Fixed distance markings	X	X	X	X
5.a.5.	Edge markings	X	X	X	X
5.a.6.	Centerline stripes	X	X	X	X
5.b.	Each runway designated as an “in-use” runway must include the following:
5.b.1.	The lighting for each “in-use” runway must include the following:
	(i) Threshold lights	X	X	X	X
	(ii) Edge lights	X	X	X	X
	(iii) End lights	X	X	X	X
	(iv) Centerline lights, if appropriate	X	X	X	X
	(v) Touchdown zone lights, if appropriate	X	X	X	X
	(vi) Leadoff lights, if appropriate	X	X	X	X
	(vii) Appropriate visual landing aid(s) for that runway	X	X	X	X
	(viii) Appropriate approach lighting system for that runway	X	X	X	X
5.b.2.	The taxiway surface and markings associated with each “in-use” runway must include the following:
	(i) Edge	X	X	X	X
	(ii) Centerline	X	X	X	X
	(iii) Runway hold lines	X	X	X	X
	(iv) ILS critical area marking	X	X	X	X
5.b.3.	The taxiway lighting associated with each “in-use” runway must include the following:
	(i) Edge	X	X	X	X
	(ii) Centerline, if appropriate	X	X	X	X
	(iii) Runway hold and ILS critical area lights	X	X	X	X
	(iv) Edge lights of correct color			X	X
5.b.4.	Airport signage associated with each “in-use” runway must include the following:
	(i) Distance remaining signs, if appropriate	X	X	X	X
	(ii) Signs at intersecting runways and taxiways	X	X	X	X
	(iii) Signs described in entries 2.h. and 2.i. of this table	X	X	X	X
5.b.5.	Required airport model correlation with other aspects of the airport environment simulation:
	(i) The airport model must be properly aligned with the navigational aids that are associated with operations at the runway “in-use”	X	X	X	X
	(ii) The simulation of runway contaminants must be correlated with the displayed runway surface and lighting where applicable				X
6.	Correlation with airplane and associated equipment. The following are the minimum correlation comparisons that must be made for simulators at Levels A, B, C, and D.
6.a.	Visual system compatibility with aerodynamic programming	X	X	X	X
6.b.	Visual cues to assess sink rate and depth perception during landings		X	X	X
6.c.	Accurate portrayal of environment relating to flight simulator attitudes	X	X	X	X
6.d.	The airport model and the generated visual scene must correlate with integrated airplane systems (e.g., terrain, traffic and weather avoidance systems and Head-up Guidance System (HGS))			X	X
6.e.	Representative visual effects for each visible, own-ship, airplane external light(s)—taxi and landing light lobes (including independent operation, if appropriate)	X	X	X	X
6.f.	The effect of rain removal devices			X	X
7.	Scene quality. The following are the minimum scene quality tests that must be conducted for simulators at Levels A, B, C, and D.
7.a.	Surfaces and textural cues must be free from apparent and distracting quantization (aliasing)			X	X
7.b.	System capable of portraying full color realistic textural cues			X	X
7.c.	The system light points must be free from distracting jitter, smearing or streaking	X	X	X	X
7.d.	Demonstration of occulting through each channel of the system in an operational scene	X	X
7.e.	Demonstration of a minimum of ten levels of occulting through each channel of the system in an operational scene			X	X
7.f.	System capable of providing focus effects that simulate rain			X	X
7.g.	System capable of providing focus effects that simulate light point perspective growth			X	X
7.h.	System capable of six discrete light step controls (0–5)	X	X	X	X
8.	Environmental effects. The following are the minimum environmental effects that must be available as indicated.
8.a.	The displayed scene corresponding to the appropriate surface contaminants and include runway lighting reflections for wet, partially obscured lights for snow, or alternative effects			X	X
8.a.1.	Special weather representations which include:
	(i) The sound, motion and visual effects of light, medium and heavy precipitation near a thunderstorm on take-off, approach, and landings at and below an altitude of 2,000 ft (600 m) above the airport surface and within a radius of 10 sm (16 km) from the airport			X	X
	(ii) One airport with a snow scene to include terrain snow and snow-covered taxiways and runways			X	X
8.b.	In-cloud effects such as variable cloud density, speed cues and ambient changes			X	X
8.c.	The effect of multiple cloud layers representing few, scattered, broken and overcast conditions giving partial or complete obstruction of the ground scene			X	X
8.d.	Visibility and RVR measured in terms of distance. Visibility/RVR checked at 2,000 ft (600 m) above the airport and at two heights below 2000 ft with at least 500 ft of separation between the measurements. The measurements must be taken within a radius of 10 sm (16 km) from the airport	X	X	X	X
8.e.	Patchy fog giving the effect of variable RVR			X	X
8.f.	Effects of fog on airport lighting such as halos and defocus			X	X
8.g.	Effect of own-ship lighting in reduced visibility, such as reflected glare, including landing lights, strobes, and beacons			X	X
8.h.	Wind cues to provide the effect of blowing snow or sand across a dry runway or taxiway selectable from the instructor station			X	X
9.	Instructor control of the following: The following are the minimum instructor controls that must be available in simulators at Levels A, B, C, and D.
9.a.	Environmental effects, e.g., cloud base, cloud effects, cloud density, visibility in statute miles/kilometers and RVR in feet/meters	X	X	X	X
9.b.	Airport selection	X	X	X	X
9.c.	Airport lighting, including variable intensity	X	X	X	X
9.d.	Dynamic effects including ground and flight traffic			X	X
End QPS Requirement
Begin Information
10.	An example of being able to “combine two airport models to achieve two “in-use” runways: One runway designated as the “in use” runway in the first model of the airport, and the second runway designated as the “in use” runway in the second model of the same airport. For example, the clearance is for the ILS approach to Runway 27, Circle to Land on Runway 18 right. Two airport visual models might be used: the first with Runway 27 designated as the “in use” runway for the approach to runway 27, and the second with Runway 18 Right designated as the “in use” runway. When the pilot breaks off the ILS approach to runway 27, the instructor may change to the second airport visual model in which runway 18 Right is designated as the “in use” runway, and the pilot would make a visual approach and landing. This process is acceptable to the FAA as long as the temporary interruption due to the visual model change is not distracting to the pilot, does not cause changes in navigational radio frequencies, and does not cause undue instructor/evaluator time
11.	Sponsors are not required to provide every detail of a runway, but the detail that is provided should be correct within the capabilities of the system
End Information

Table A3C—Functions and Subjective Tests

QPS requirements
Entry No.	Additional airport models beyond minimum required for qualification—Class II airport models	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 NSPM or TPAA.
Begin QPS Requirements
1.	Airport model management. The following is the minimum airport model management requirements for simulators at Levels A, B, C, and D.
1.a.	The direction of strobe lights, approach lights, runway edge lights, visual landing aids, runway centerline lights, threshold lights, and touchdown zone lights on the “in-use” runway must be replicated	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 minimum distances for visibility. For circling approaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing.
2.a.	Runway definition, strobe lights, 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			X	X
2.c.	Visual Approach Aid lights (VASI or PAPI) from 3 sm (5 km) from the runway threshold	X	X
2.d.	Runway centerline lights and taxiway definition from 3 sm (5 km) from the runway threshold	X	X	X	X
2.e.	Threshold lights and touchdown zone lights from 2 sm (3 km) from the runway threshold	X	X	X	X
2.f.	Runway markings within range of landing lights for night scenes and as required by the 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 airport model and identifies other aspects of the airport environment that must correspond with that model for simulators at Levels A, B, C, and D. The detail must be developed using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material; however, this does not require that airport models contain details that are beyond the designed capability of the currently qualified visual system. For circling approaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing. Only one “primary” taxi route from parking to the runway end will be required for each “in-use” runway.
3.a.	The surface and markings for each “in-use” runway:
3.a.1.	Threshold markings	X	X	X	X
3.a.2.	Runway numbers	X	X	X	X
3.a.3.	Touchdown zone markings	X	X	X	X
3.a.4.	Fixed distance markings	X	X	X	X
3.a.5.	Edge markings	X	X	X	X
3.a.6.	Centerline stripes	X	X	X	X
3.b.	The lighting for each “in-use” runway
3.b.1.	Threshold lights	X	X	X	X
3.b.2.	Edge lights	X	X	X	X
3.b.3.	End lights	X	X	X	X
3.b.4.	Centerline lights	X	X	X	X
3.b.5.	Touchdown zone lights, if appropriate	X	X	X	X
3.b.6.	Leadoff lights, if appropriate	X	X	X	X
3.b.7.	Appropriate visual landing aid(s) for that runway	X	X	X	X
3.b.8.	Appropriate approach lighting system for that runway	X	X	X	X
3.c.	The taxiway surface and markings associated with each “in-use” runway:
3.c.1.	Edge	X	X	X	X
3.c.2.	Centerline	X	X	X	X
3.c.3.	Runway hold lines	X	X	X	X
3.c.4.	ILS critical area markings	X	X	X	X
3.d.	The taxiway lighting associated with each “in-use” runway:
3.d.1.	Edge			X	X
3.d.2.	Centerline	X	X	X	X
3.d.3.	Runway hold and ILS critical area lights	X	X	X	X
4.	Required model correlation with other aspects of the airport environment simulation The following are the minimum model correlation tests that must be conducted for simulators at Levels A, B, C, and D.
4.a.	The airport model must be properly aligned with the navigational aids that are associated 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	X
5.b.	Accurate portrayal of environment relating to flight simulator attitudes	X	X	X	X
5.c.	Visual cues to assess sink rate and depth perception during landings		X	X	X
5.d.	Visual effects for each visible, own-ship, airplane external light(s)		X	X	X
6.	Scene quality. The following are the minimum scene quality tests that must be conducted for simulators at Levels A, B, C, and D.
6.a.	Surfaces and textural cues must be free of apparent and distracting quantization (aliasing)			X	X
6.b.	Correct color and realistic textural cues			X	X
6.c.	Light points free from distracting jitter, smearing or streaking	X	X	X	X
7.	Instructor controls of the following: The following are the minimum instructor controls that must be available in simulators at Levels A, B, C, and D.
7.a.	Environmental effects, e.g., cloud base (if used), cloud effects, cloud density, visibility in 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
End QPS Requirements
Begin Information
8.	Sponsors are not required to provide every detail of a runway, but the detail that is provided must be correct within the capabilities of the system	X	X	X	X
End Information

Table A3D—Functions and Subjective Tests

QPS Requirements						Information
Entry no.	Motion system effects	Simulator level				Notes
		A	B	C	D
This table specifies motion effects that are required to indicate when a flight crewmember must be able to recognize an event or situation. Where applicable, flight simulator pitch, side loading and directional control characteristics must be representative of the airplane.
1.	Runway rumble, oleo deflection, ground speed, uneven runway, runway and taxiway centerline light characteristics: Procedure: After the airplane has been pre-set to the takeoff position and then released, taxi at various speeds with a smooth runway and note the general characteristics of the simulated runway rumble effects of oleo deflections. Repeat the maneuver with a runway roughness of 50%, then with maximum roughness. Note the associated motion vibrations affected by ground speed and runway roughness	X	X	X	X	Different gross weights can also be selected, which may also affect the associated vibrations depending on airplane type. The associated motion effects for the above tests should also include an assessment of the effects of rolling over centerline lights, surface discontinuities of uneven runways, and various taxiway characteristics.
2.	Buffets on the ground due to spoiler/speedbrake extension and reverse thrust: Procedure: Perform a normal landing and use ground spoilers and reverse thrust—either individually or in combination—to decelerate the simulated airplane. Do not use wheel braking so that only the buffet due to the ground spoilers and thrust reversers is felt	X	X	X	X
3.	Bumps associated with the landing gear: Procedure: Perform a normal take-off paying special attention to the bumps that could be perceptible due to maximum oleo extension after lift-off. When the landing gear is extended or retracted, motion bumps can be felt when the gear locks into position	X	X	X	X
4.	Buffet during extension and retraction of landing gear: Procedure: Operate the landing gear. Check that the motion cues of the buffet experienced represent the actual airplane	X	X	X	X
5.	Buffet in the air due to flap and spoiler/speedbrake extension and approach to stall buffet: Procedure: Perform an approach and extend the flaps and slats with airspeeds deliberately in excess of the normal approach speeds. In cruise configuration, verify the buffets associated with the spoiler/speedbrake extension. The above effects can also be verified with different combinations of spoiler/speedbrake, flap, and landing gear settings to assess the interaction effects	X	X	X	X
6.	Approach to stall buffet: Procedure: Conduct an approach-to-stall with engines at idle and a deceleration of 1 knot/second. Check that the motion cues of the buffet, including the level of buffet increase with decreasing speed, are representative of the actual airplane	X	X	X	X
7.	Touchdown cues for main and nose gear: Procedure: Conduct several normal approaches with various rates of descent. Check that the motion cues for the touchdown bumps for each descent rate are representative of the actual airplane	X	X	X	X
8.	Nosewheel scuffing: Procedure: Taxi at various ground speeds and manipulate the nosewheel steering to cause yaw rates to develop that cause the nosewheel to vibrate against the ground (“scuffing”). Evaluate the speed/nosewheel combination needed to produce scuffing and check that the resultant vibrations are representative of the actual airplane	X	X	X	X
9.	Thrust effect with brakes set: Procedure: Set the brakes on at the take-off point and increase the engine power until buffet is experienced. Evaluate its characteristics. Confirm that the buffet increases appropriately with increasing engine thrust	X	X	X	X	This effect is most discernible with wing-mounted engines.
10.	Mach and maneuver buffet: Procedure: With the simulated airplane trimmed in 1 g flight while at high altitude, increase the engine power so that the Mach number exceeds the documented value at which Mach buffet is experienced. Check that the buffet begins at the same Mach number as it does in the airplane (for the same configuration) and that buffet levels are representative of the actual airplane. For certain airplanes, maneuver buffet can also be verified for the same effects. Maneuver buffet can occur during turning flight at conditions greater than 1 g, particularly at higher altitudes		X	X	X
11.	Tire failure dynamics: Procedure: Simulate a single tire failure and a multiple tire failure			X	X	The pilot may notice some yawing with a multiple tire failure selected on the same side. This should require the use of the rudder to maintain control of the airplane. Dependent on airplane type, a single tire failure may not be noticed by the pilot and should not have any special motion effect. Sound or vibration may be associated with the actual tire losing pressure.
12.	Engine malfunction and engine damage: Procedure: The characteristics of an engine malfunction as stipulated in the malfunction definition document for the particular flight simulator must describe the special motion effects felt by the pilot. Note the associated engine instruments varying according to the nature of the malfunction and note the replication of the effects of the airframe vibration		X	X	X
13.	Tail strikes and engine pod strikes: Procedure: Tail-strikes can be checked by over-rotation of the airplane at a speed below Vrwhile performing a takeoff. The effects can also be verified during a landing Excessive banking of the airplane during its take-off/landing roll can cause a pod strike		X	X	X	The motion effect should be felt as a noticeable bump. If the tail strike affects the airplane angular rates, the cueing provided by the motion system should have an associated effect.

Table A3E—Functions and Subjective Tests

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			X	X
4.	Abnormal operations for which there are associated sound cues including, engine malfunctions, landing gear/tire malfunctions, tail and engine pod strike and pressurization malfunction			X	X
5.	Sound of a crash when the flight simulator is landed in excess of limitations	X	X

Table A3F—Functions and Subjective Tests

QPS Requirements
Entry No.	Special effects	Simulator level
		A	B	C	D
This table specifies the minimum special effects necessary for the specified simulator level.
1.	Braking Dynamics:
	Representations of the dynamics of brake failure (flight simulator pitch, side-loading, and directional control characteristics representative of the airplane), including antiskid and decreased brake efficiency due to high brake temperatures (based on airplane related data), sufficient to enable pilot identification of the problem and implementation of appropriate procedures			X	X
2.	Effects of Airframe and Engine Icing:			X	X
	Required only for those airplanes authorized for operations in known icing conditions
	Procedure: With the simulator airborne, in a clean configuration, nominal altitude and cruise airspeed, autopilot on and auto-throttles off, engine and airfoil anti-ice/de-ice systems deactivated; activate icing conditions at a rate that allows monitoring of simulator and systems response. Icing recognition will include an increase in gross weight, airspeed decay, change in simulator pitch attitude, change in engine performance indications (other than due to airspeed changes), and change in data from pitot/static system. Activate heating, anti-ice, or de-ice systems independently. Recognition will include proper effects of these systems, eventually returning the simulated airplane to normal flight

Table A3G—Functions and Subjective Tests

QPS Requirements
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)	X	X
3.d.	Preset positions (e.g., ramp, gate, #1 for takeoff, takeoff position, over FAF)	X	X	X	X
3.e.	Lighting controls	X	X	X	X
4.	Environmental controls
4.a	Visibility (statute miles (kilometers))	X	X	X	X
4.b.	Runway visual range (in feet (meters))	X	X	X	X
4.c.	Temperature	X	X	X	X
4.d.	Climate conditions (e.g., ice, snow, rain)	X	X	X	X
4.e.	Wind speed and direction	X	X	X	X
4.f.	Windshear	X	X
4.g.	Clouds (base and tops)	X	X	X	X
5.	Airplane system malfunctions (Inserting and deleting malfunctions into the simulator)	X	X	X	X
6.	Locks, Freezes, and Repositioning
6.a.	Problem (all) freeze/release	X	X	X	X
6.b.	Position (geographic) freeze/release	X	X	X	X
6.c.	Repositioning (locations, freezes, and releases)	X	X	X	X
6.d.	Ground speed control	X	X	X	X
7.	Remote IOS	X	X	X	X
8.	Sound Controls. On/off/adjustment	X	X	X	X
9.	Motion/Control Loading System
9.a.	On/off/emergency stop	X	X	X	X
10.	Observer Seats/Stations. Position/Adjustment/Positive restraint system	X	X	X	X

Begin Information

1. Introduction

a. The following is an example test schedule for an Initial/Upgrade evaluation that covers the majority of the requirements set out in the Functions and Subjective test requirements. It is not intended that the schedule be followed line by line, rather, the example should be used as a guide for preparing a schedule that is tailored to the airplane, sponsor, and training task.

b. Functions and subjective tests should be planned. This information has been organized as a reference document with the considerations, methods, and evaluation notes for each individual aspect of the simulator task presented as an individual item. In this way the evaluator can design his or her own test plan, using the appropriate sections to provide guidance on method and evaluation criteria. Two aspects should be present in any test plan structure:

(1) An evaluation of the simulator to determine that it replicates the aircraft and performs reliably for an uninterrupted period equivalent to the length of a typical training session.

(2) The simulator should be capable of operating reliably after the use of training device functions such as repositions or malfunctions.

c. A detailed understanding of the training task will naturally lead to a list of objectives that the simulator should meet. This list will form the basis of the test plan. Additionally, once the test plan has been formulated, the initial conditions and the evaluation criteria should be established. The evaluator should consider all factors that may have an influence on the characteristics observed during particular training tasks in order to make the test plan successful.

2. Events

a. Initial Conditions

(1) Airport.

(2) QNH.

(3) Temperature.

(4) Wind/Crosswind.

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

b. Initial Checks

(1) Documentation of Simulator.

(a) Simulator Acceptance Test Manuals.

(b) Simulator Approval Test Guide.

(c) Technical Logbook Open Item List.

(d) Daily Functional Pre-flight Check.

(2) Documentation of User/Carrier Flight Logs.

(a) Simulator Operating/Instructor Manual.

(b) Difference List (Aircraft/Simulator).

(c) Flight Crew Operating Manuals.

(d) Performance Data for Different Fields.

(e) Crew Training Manual.

(f) Normal/Abnormal/Emergency Checklists.

(3) Simulator External Checks.

(a) Appearance and Cleanliness.

(b) Stairway/Access Bridge.

(c) Emergency Rope Ladders.

(d) “Motion On”/“Flight in Progress” Lights.

(4) Simulator Internal Checks.

(a) Cleaning/Disinfecting Towels (for cleaning oxygen masks).

(b) Flight deck Layout (compare with difference list).

(5) Equipment.

(a) Quick Donning Oxygen Masks.

(b) Head Sets.

(c) Smoke Goggles.

(d) Sun Visors.

(e) Escape Rope.

(f) Chart Holders.

(g) Flashlights.

(h) Fire Extinguisher (inspection date).

(i) Crash Axe.

(j) Gear Pins.

c. Power Supply and APU Start Checks

(1) Batteries and Static Inverter.

(2) APU Start with Battery.

(3) APU Shutdown using Fire Handle.

(4) External Power Connection.

(5) APU Start with External Power.

(6) Abnormal APU Start/Operation.

d. Flight deck Checks

(1) Flight deck Preparation Checks.

(2) FMC Programming.

(3) Communications and Navigational Aids Checks.

e. Engine Start

(1) Before Start Checks.

(2) Battery start with Ground Air Supply Unit.

(3) Engine Crossbleed Start.

(4) Normal Engine Start.

(5) Abnormal Engine Starts.

(6) Engine Idle Readings.

(7) After Start Checks.

f. Taxi Checks

(1) Pushback/Powerback.

(2) Taxi Checks.

(3) Ground Handling Check:

(a) Power required to initiate ground roll.

(b) Thrust response.

(c) Nosewheel and Pedal Steering.

(d) Nosewheel Scuffing.

(e) Perform 180 degree turns.

(f) Brakes Response and Differential Braking using Normal, Alternate and Emergency.

(g) Brake Systems.

(h) Eye height and fore/aft position.

(4) Runway Roughness.

g. Visual Scene—Ground Assessment. Select 3 different airport models and perform the following checks with Day, Dusk and Night selected, as appropriate:

(1) Visual Controls.

(a) Daylight, Dusk, Night Scene Controls.

(b) Flight deck “Daylight” ambient lighting.

(c) Environment Light Controls.

(d) Runway Light Controls.

(e) Taxiway Light Controls.

(2) Airport Model Content.

(a) Ramp area for buildings, gates, airbridges, maintenance ground equipment, parked aircraft.

(b) Daylight shadows, night time light pools.

(c) Taxiways for correct markings, taxiway/runway, marker boards, CAT I and II/III hold points, taxiway shape/grass areas, taxiway light (positions and colors).

(d) Runways for correct markings, lead-off lights, boards, runway slope, runway light positions, and colors, directionality of runway lights.

(e) Airport environment for correct terrain and significant features.

(f) Visual scene quantization (aliasing), color, and occulting levels.

(3) Ground Traffic Selection.

(4) Environment Effects.

(a) Low cloud scene.

(i) Rain:

(A) Runway surface scene.

(B) Windshield wiper—operation and sound.

(ii) Hail:

(A) Runway surface scene.

(B) Windshield wiper—operation and sound.

(b) Lightning/thunder.

(c) Snow/ice runway surface scene.

(d) Fog.

h. Takeoff. Select one or several of the following test cases:

(1) T/O Configuration Warnings.

(2) Engine Takeoff Readings.

(3) Rejected Takeoff (Dry/Wet/Icy Runway) and check the following:

(a) Autobrake function.

(b) Anti-skid operation.

(c) Motion/visual effects during deceleration.

(d) Record stopping distance (use runway plot or runway lights remaining).

Continue taxiing along the runway while applying brakes and check the following:

(e) Center line lights alternating red/white for 2000 feet/600 meters.

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

(g) Runway end, red stop bars.

(h) Braking fade effect.

(i) Brake temperature indications.

(4) Engine Failure between VI and V2.

(5) Normal Takeoff:

(a) During ground roll check the following:

(i) Runway rumble.

(ii) Acceleration cues.

(iii) Groundspeed effects.

(iv) Engine sounds.

(v) Nosewheel and rudder pedal steering.

(b) During and after rotation, check the following:

(i) Rotation characteristics.

(ii) Column force during rotation.

(iii) Gear uplock sounds/bumps.

(iv) Effect of slat/flap retraction during climbout.

(6) Crosswind Takeoff (check the following):

(a) Tendency to turn into or out of the wind.

(b) Tendency to lift upwind wing as airspeed increases.

(7) Windshear during Takeoff (check the following):

(a) Controllable during windshear encounter.

(b) Performance adequate when using correct techniques.

(c) Windshear Indications satisfactory.

(d) Motion cues satisfactory (particularly turbulence).

(8) Normal Takeoff with Control Malfunction.

(9) Low Visibility T/O (check the following):

(a) Visual cues.

(b) Flying by reference to instruments.

(c) SID Guidance on LNAV.

i. Climb Performance. Select one or several of the following test cases:

(1) Normal Climb—Climb while maintaining recommended speed profile and note fuel, distance and time.

(2) Single Engine Climb—Trim aircraft in a zero wheel climb at V2.

Note: Up to 5° bank towards the operating engine(s) is permissible. Climb for 3 minutes and note fuel, distance, and time. Increase speed toward en route climb speed and retract flaps. Climb for 3 minutes and note fuel, distance, and time.

j. Systems Operation During Climb.

Check normal operation and malfunctions as appropriate for the following systems:

(1) Air conditioning/Pressurization/Ventilation.

(2) Autoflight.

(3) Communications.

(4) Electrical.

(5) Fuel.

(6) Icing Systems.

(7) Indicating and Recording Systems.

(8) Navigation/FMS.

(9) Pneumatics.

k. Cruise Checks. Select one or several of the following test cases:

(1) Cruise Performance.

(2) High Speed/High Altitude Handling (check the following):

(a) Overspeed warning.

(b) High Speed buffet.

(c) Aircraft control satisfactory.

(d) Envelope limiting functions on Computer Controlled Aircraft.

Reduce airspeed to below level flight buffet onset speed, start a turn, and check the following:

(e) High Speed buffet increases with G loading.

Reduce throttles to idle and start descent, deploy the speedbrake, and check the following:

(f) Speedbrake indications.

(g) Symmetrical deployment.

(h) Airframe buffet.

(i) Aircraft response hands off.

(3) Yaw Damper Operation. Switch off yaw dampers and autopilot. Initiate a Dutch roll and check the following:

(a) Aircraft dynamics.

(b) Simulator motion effects.

Switch on yaw dampers, re-initiate a Dutch roll and check the following:

(c) Damped aircraft dynamics.

(4) APU Operation.

(5) Engine Gravity Feed.

(6) Engine Shutdown and Driftdown Check: FMC operation Aircraft performance.

(7) Engine Relight.

l. Descent. Select one of the following test cases:

(1) Normal Descent. Descend while maintaining recommended speed profile and note fuel, distance and time.

(2) Cabin Depressurization/Emergency Descent.

m. Medium Altitude Checks. Select one or several of the following test cases:

(1) High Angle of Attack/Stall. Trim the aircraft at 1.4 Vs, establish 1 kt/sec² deceleration rate, and check the following—

(a) System displays/operation satisfactory.

(b) Handling characteristics satisfactory.

(c) Stall and Stick shaker speed.

(d) Buffet characteristics and onset speed.

(e) Envelope limiting functions on Computer Controlled Aircraft.

Recover to straight and level flight and check the following:

(f) Handling characteristics satisfactory.

(2) Turning Flight. Roll aircraft to left, establish a 30° to 45° bank angle, and check the following:

(a) Stick force required, satisfactory.

(b) Wheel requirement to maintain bank angle.

(c) Slip ball response, satisfactory.

(d) Time to turn 180°.

Roll aircraft from 45° bank one way to 45° bank the opposite direction while maintaining altitude and airspeed—check the following:

(e) Controllability during maneuver.

(3) Degraded flight controls.

(4) Holding Procedure (check the following:)

(a) FMC operation.

(b) Autopilot auto thrust performance.

(5) Storm Selection (check the following:)

(a) Weather radar controls.

(b) Weather radar operation.

(c) Visual scene corresponds with WXR pattern.

(Fly through storm center, and check the following:)

(d) Aircraft enters cloud.

(e) Aircraft encounters representative turbulence.

(f) Rain/hail sound effects evident.

As aircraft leaves storm area, check the following:

(g) Storm effects disappear.

(6) TCAS (check the following:)

(a) Traffic appears on visual display.

(b) Traffic appears on TCAS display(s).

As conflicting traffic approaches, take relevant avoiding action, and check the following:

(c) Visual and TCAS system displays.

n. Approach and Landing. Select one or several of the following test cases while monitoring flight control and hydraulic systems for normal operation and with malfunctions selected:

(1) Flaps/Gear Normal Operation. Check the following:

(a) Time for extension/retraction.

(b) Buffet characteristics.

(2) Normal Visual Approach and Landing.

Fly a normal visual approach and landing—check the following:

(a) Aircraft handling.

(b) Spoiler operation.

(c) Reverse thrust operation.

(d) Directional control on the ground.

(e) Touchdown cues for main and nosewheel.

(f) Visual cues.

(g) Motion cues.

(h) Sound cues.

(i) Brake and anti-skid operation.

(3) Flaps/Gear Abnormal Operation or with hydraulic malfunctions.

(4) Abnormal Wing Flaps/Slats Landing.

(5) Manual Landing with Control Malfunction.

(a) Aircraft handling.

(b) Radio aids and instruments.

(c) Airport model content and cues.

(d) Motion cues.

(e) Sound cues.

(6) Non-precision Approach—All Engines Operating.

(a) Aircraft handling.

(b) Radio Aids and instruments.

(c) Airport model content and cues.

(d) Motion cues.

(e) Sound cues.

(7) Circling Approach.

(a) Aircraft handling.

(c) Radio Aids and instruments.

(d) Airport model content and cues.

(e) Motion cues.

(f) Sound cues.

(8) Non-precision Approach—One Engine Inoperative.

(a) Aircraft handling.

(b) Radio Aids and instruments.

(c) Airport model content and cues.

(d) Motion cues.

(e) Sound cues.

(9) One Engine Inoperative Go-around.

(a) Aircraft handling.

(b) Radio Aids and instruments.

(c) Airport model content and cues.

(d) Motion cues.

(e) Sound cues.

(10) CAT I Approach and Landing with raw-data ILS.

(a) Aircraft handling.

(b) Radio Aids and instruments.

(c) Airport model content and cues.

(d) Motion cues.

(e) Sound cues.

(11) CAT I Approach and Landing with Limiting Crosswind.

(a) Aircraft handling.

(b) Radio Aids and instruments.

(c) Airport model content and cues.

(d) Motion cues.

(e) Sound cues.

(12) CAT I Approach with Windshear. Check the following:

(a) Controllable during windshear encounter.

(b) Performance adequate when using correct techniques.

(c) Windshear indications/warnings.

(d) Motion cues (particularly turbulence).

(13) CAT II Approach and Automatic Go-Around.

(14) CAT III Approach and Landing—System Malfunctions.

(15) CAT III Approach and Landing—1 Engine Inoperative.

(16) GPWS evaluation.

o. Visual Scene—In-Flight Assessment.

Select three (3) different visual models and perform the following checks with “day,” “dusk,” and “night” (as appropriate) selected. Reposition the aircraft at or below 2000 feet within 10 nm of the airfield. Fly the aircraft around the airport environment and assess control of the visual system and evaluate the Airport model content as described below:

(1) Visual Controls.

(a) Daylight, Dusk, Night Scene Controls.

(b) Environment Light Controls.

(c) Runway Light Controls.

(d) Taxiway Light Controls.

(e) Approach Light Controls.

(2) Airport model Content.

(a) Airport environment for correct terrain and significant features.

(b) Runways for correct markings, runway slope, directionality of runway lights.

(c) Visual scene for quantization (aliasing), color, and occulting.

Reposition the aircraft to a long, final approach for an “ILS runway.” Select flight freeze when the aircraft is 5-statute miles (sm)/8-kilometers (km) out and on the glide slope. Check the following:

(3) Airport model content.

(a) Airfield features.

(b) Approach lights.

(c) Runway definition.

(d) Runway definition.

(e) Runway edge lights and VASI lights.

(f) Strobe lights.

Release flight freeze. Continue flying the approach with NP engaged. Select flight freeze when aircraft is 3 sm/5 km out and on the glide slope. Check the following:

(4) Airport model Content.

(a) Runway centerline light.

(b) Taxiway definition and lights.

Release flight freeze and continue flying the approach with A/P engaged. Select flight freeze when aircraft is 2 sm/3 km out and on the glide slope. Check the following:

(5) Airport model content.

(a) Runway threshold lights.

(b) Touchdown zone lights.

At 200 ft radio altitude and still on glide slope, select Flight Freeze. Check the following:

(6) Airport model content.

(a) Runway markings.

Set the weather to Category I conditions and check the following:

(7) Airport model content.

(a) Visual ground segment.

Set the weather to Category II conditions, release Flight Freeze, re-select Flight Freeze at 100 feet radio altitude, and check the following:

(8) Airport model content.

(a) Visual ground segment.

Select night/dusk (twilight) conditions and check the following:

(9) Airport model content.

(a) Runway markings visible within landing light lobes.

Set the weather to Category III conditions, release Flight Freeze, re-select Flight Freeze at 50 feet radio altitude and check the following:

(10) Airport model content.

(a) Visual ground segment.

Set WX to a typical “missed approach? weather condition, release Flight Freeze, re-select Flight Freeze at 15 feet radio altitude, and check the following:

(11) Airport model content.

(a) Visual ground segment.

When on the ground, stop the aircraft. Set 0 feet RVR, ensure strobe/beacon tights are switched on and check the following:

(12) Airport model content.

(a) Visual effect of strobe and beacon.

Reposition to final approach, set weather to “Clear,” continue approach for an automatic landing, and check the following:

(13) Airport model content.

(a) Visual cues during flare to assess sink rate.

(b) Visual cues during flare to assess Depth perception.

(c) Flight deck height above ground.

After Landing Operations.

(1) After Landing Checks.

(2) Taxi back to gate. Check the following:

(a) Visual model satisfactory.

(b) Parking brake operation satisfactory.

(3) Shutdown Checks.

q. Crash Function.

(1) Gear-up Crash.

(2) Excessive rate of descent Crash.

(3) Excessive bank angle Crash.

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

Begin QPS Requirements

1. Applicability

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

2. Statement of Compliance and Capability (SOC)

a. The sponsor must submit an SOC confirming that the aerodynamic model is based on flight test data supplied by the airplane manufacturer or other approved data provider. The SOC must also confirm that any change to environmental wind parameters, including variances in those parameters for windshear conditions, once inserted for computation, result in the correct simulated performance. This statement must also include examples of environmental wind parameters currently evaluated in the simulator (such as crosswind takeoffs, crosswind approaches, and crosswind landings).

b. For simulators without windshear warning, caution, or guidance hardware in the original equipment, the SOC must also state that the simulation of the added hardware and/or software, including associated flight deck displays and annunciations, replicates the system(s) installed in the airplane. The statement must be accompanied by a block diagram depicting the input and output signal flow, and comparing the signal flow to the equipment installed in the airplane.

3. Models

The windshear models installed in the simulator software used for the qualification evaluation must do the following:

a. Provide cues necessary for recognizing windshear onset and potential performance degradation requiring a pilot to initiate recovery procedures. The cues must include all of the following, as appropriate for the portion of the flight envelope:

(1) Rapid airspeed change of at least ±15 knots (kts).

(2) Stagnation of airspeed during the takeoff roll.

(3) Rapid vertical speed change of at least ±500 feet per minute (fpm).

(4) Rapid pitch change of at least ±5°.

b. Be adjustable in intensity (or other parameter to achieve an intensity effect) to at least two (2) levels so that upon encountering the windshear the pilot may identify its presence and apply the recommended procedures for escape from such a windshear.

(1) If the intensity is lesser, the performance capability of the simulated airplane in the windshear permits the pilot to maintain a satisfactory flightpath; and

(2) If the intensity is greater, the performance capability of the simulated airplane in the windshear does not permit the pilot to maintain a satisfactory flightpath (crash). Note: The means used to accomplish the “nonsurvivable” scenario of paragraph 3.b.(2) of this attachment, that involve operational elements of the simulated airplane, must reflect the dispatch limitations of the airplane.

c. Be available for use in the FAA-approved windshear flight training program.

4. Demonstrations

a. The sponsor must identify one survivable takeoff windshear training model and one survivable approach windshear training model. The wind components of the survivable models must be presented in graphical format so that all components of the windshear are shown, including initiation point, variance in magnitude, and time or distance correlations. The simulator must be operated at the same gross weight, airplane configuration, and initial airspeed during the takeoff demonstration (through calm air and through the first selected survivable windshear), and at the same gross weight, airplane configuration, and initial airspeed during the approach demonstration (through calm air and through the second selected survivable windshear).

b. In each of these four situations, at an “initiation point” (i.e., where windshear onset is or should be recognized), the recommended procedures for windshear recovery are applied and the results are recorded as specified in paragraph 5 of this attachment.

c. These recordings are made without inserting programmed random turbulence. Turbulence that results from the windshear model is to be expected, and no attempt may be made to neutralize turbulence from this source.

d. The definition of the models and the results of the demonstrations of all four?(4) cases described in paragraph 4.a of this attachment, must be made a part of the MQTG.

5. Recording Parameters

a. In each of the four MQTG cases, an electronic recording (time history) must be made of the following parameters:

(1) Indicated or calibrated airspeed.

(2) Indicated vertical speed.

(3) Pitch attitude.

(4) Indicated or radio altitude.

(5) Angle of attack.

(6) Elevator position.

(7) Engine data (thrust, N1, or throttle position).

(8) Wind magnitudes (simple windshear model assumed).

b. These recordings must be initiated at least 10 seconds prior to the initiation point, and continued until recovery is complete or ground contact is made.

6. Equipment Installation and Operation

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

7. Qualification Test Guide

a. All QTG material must be forwarded to the NSPM.

b. A simulator windshear evaluation will be scheduled in accordance with normal procedures. Continuing qualification evaluation schedules will be used to the maximum extent possible.

c. During the on-site evaluation, the evaluator will ask the operator to run the performance tests and record the results. The results of these on-site tests will be compared to those results previously approved and placed in the QTG or MQTG, as appropriate.

d. QTGs for new (or MQTGs for upgraded) simulators must contain or reference the information described in paragraphs 2, 3, 4, and 5 of this attachment.

End QPS Requirements

Begin Information

8. Subjective Evaluation

The NSPM will fly the simulator in at least two of the available windshear scenarios to subjectively evaluate simulator performance as it encounters the programmed windshear conditions.

a. One scenario will include parameters that enable the pilot to maintain a satisfactory flightpath.

b. One scenario will include parameters that will not enable the pilot to maintain a satisfactory flightpath (crash).

c. Other scenarios may be examined at the NSPM's discretion.

9. Qualification Basis

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

10. Demonstration Repeatability

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

End Information

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

Flight Simulation Training Device (FSTD) Directive

FSTD Directive 1. Applicable to all Full Flight Simulators (FFS), regardless of the original qualification basis and qualification date (original or upgrade), having Class II or Class III airport models available.

Agency: Federal Aviation Administration (FAA), DOT.

Action: This is a retroactive requirement to have all Class II or Class III airport models meet current requirements.

Summary: Notwithstanding the authorization listed in paragraph 13b in Appendices A and C of this part, this FSTD Directive requires each certificate holder to ensure that by May 30, 2009, except for the airport model(s) used to qualify the simulator at the designated level, each airport model used by the certificate holder's instructors or evaluators for training, checking, or testing under this chapter in an FFS, meets the definition of a Class II or Class III airport model as defined in 14CFR part 60. The completion of this requirement will not require a report, and the method used for keeping instructors and evaluators apprised of the airport models that meet Class II or Class III requirements on any given simulator is at the option of the certificate holder whose employees are using the FFS, but the method used must be available for review by the TPAA for that certificate holder.

Dates: FSTD Directive 1 becomes effective on May 30, 2008.

For Further Information Contact: Ed Cook, Senior Advisor to the Division Manager, Air Transportation Division, AFS–200, 800 Independence Ave, SW., Washington, DC 20591; telephone: (404) 832–4701; fax: (404) 761–8906.

Specific Requirements:

1. Part 60 requires that each FSTD be:

a. Sponsored by a person holding or applying for an FAA operating certificate under Part 119, Part 141, or Part 142, or holding or applying for an FAA-approved training program under Part 63, Appendix C, for flight engineers, and

b. Evaluated and issued an SOQ for a specific FSTD level.

2. FFSs also require the installation of a visual system that is capable of providing an out-of-the-flight-deck view of airport models. However, historically these airport models were not routinely evaluated or required to meet any standardized criteria. This has led to qualified simulators containing airport models being used to meet FAA-approved training, testing, or checking requirements with potentially incorrect or inappropriate visual references.

3. To prevent this from occurring in the future, by May 30, 2009, except for the airport model(s) used to qualify the simulator at the designated level, each certificate holder must assure that each airport model used for training, testing, or checking under this chapter in a qualified FFS meets the definition of a Class II or Class III airport model as defined in Appendix F of this part.

4. These references describe the requirements for visual scene management and the minimum distances from which runway or landing area features must be visible for all levels of simulator. The airport model must provide, for each “in-use runway” or “in-use landing area,” runway or landing area surface and markings, runway or landing area lighting, taxiway surface and markings, and taxiway lighting. Additional requirements include correlation of the v airport models with other aspects of the airport environment, correlation of the aircraft and associated equipment, scene quality assessment features, and the control of these models the instructor must be able to exercise.

5. For circling approaches, all requirements of this section apply to the runway used for the initial approach and to the runway of intended landing.

6. The details in these models must be developed using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material. However, this FSTD DIRECTIVE 1 does not require that airport models contain details that are beyond the initially designed capability of the visual system, as currently qualified. The recognized limitations to visual systems are as follows:

a. Visual systems not required to have runway numbers as a part of the specific runway marking requirements are:

(1) Link NVS and DNVS.

(2) Novoview 2500 and 6000.

(3) FlightSafety VITAL series up to, and including, VITAL III, but not beyond.

(4) Redifusion SP1, SP1T, and SP2.

b. Visual systems required to display runway numbers only for LOFT scenes are:

(1) FlightSafety VITAL IV.

(2) Redifusion SP3 and SP3T.

(3) Link-Miles Image II.

c. Visual systems not required to have accurate taxiway edge lighting are:

(1) Redifusion SP1.

(2) FlightSafety Vital IV.

(3) Link-Miles Image II and Image IIT

(4) XKD displays (even though the XKD image generator is capable of generating blue colored lights, the display cannot accommodate that color).

7. A copy of this Directive must be filed in the MQTG in the designated FSTD Directive Section, and its inclusion must be annotated on the Index of Effective FSTD Directives chart. See Attachment 4, Appendices A through D for a sample MQTG Index of Effective FSTD Directives chart.

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

NEXT: Appendix B to Part 60 - Qualification Performance Standards for Airplane Flight Training Devices
PREVIOUS: Sec. 60.37 - FSTD qualification on the basis of a Bilateral Aviation Safety Agreement (BASA).

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