[Federal Register: October 22, 2007 (Volume 72, Number 203)]
[Proposed Rules]
[Page 59600-59903]
[DOCID:fr22oc07-21]

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

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 60

[Docket No. FAA-2002-12461; Notice No. 07-14]
RIN 2120-AJ12

Flight Simulation Training Device Initial and Continuing
Qualification and Use

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of Proposed Rulemaking (NPRM).

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

SUMMARY: The FAA proposes to amend the Qualification Performance
Standards (QPS) for flight simulation training devices (FSTD) and add a
new level of simulation for helicopter flight training devices (FTD).
The FAA proposes to codify existing practice by requiring all existing
FSTD visual scenes that are beyond the number required for
qualification to meet specified requirements. The proposal also
reorganizes certain sections of the QPS appendices and provides
additional information on validation tests, established parameters for
tolerances, acceptable data formats, and the use of alternative data
sources. The proposed changes would ensure that the training and
testing environment is accurate and realistic, would codify existing
practice, and would provide greater harmonization with the
international standards document for simulation. None of these proposed
technical requirements would apply to simulators qualified before May
30, 2008, except for the proposal to codify existing practice regarding
certain visual scene requirements. The over-all impact of this proposal
would result in minimal to no cost increases for manufacturers and
sponsors.

DATES: Send your comments on or before December 21, 2007.

ADDRESSES: You may send comments identified by Docket Number FAA-2002-
12461 using any of the following methods:
     Federal eRulemaking Portal: Go to http://www.regulations.gov
 and follow the online instructions for sending your

comments electronically.
     Mail: Send comments to the Docket Management Facility;
U.S. Department of Transportation, 1200 New Jersey Avenue, SE., West
Building Ground Floor, Room W12-140, Washington, DC 20590-0001.
     Hand Delivery or Courier: Bring comments to the Docket
Management Facility in Room W12-140 of the West Building Ground Floor
at 1200 New Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5
p.m., Monday through Friday, except Federal holidays.
     Fax: Fax comments to the Docket Management Facility at
202-493-2251.
    Privacy Act: We will post all comments we receive, without change,
to http://www.regulations.gov, including any personal information you

provide. Anyone is able to search the electronic form of all comments
received into any of our dockets by the name of the individual
submitting the comment (or signing the comment, if submitted on behalf
of an association, business, labor union, etc.). You may review DOT's
complete Privacy Act Statement in the Federal Register published on
April 11, 2000 (65 FR 19477-78) or you may visit http://DocketInfo.dot.gov
.

    Docket: To read background documents or comments received, go to
http://www.regulations.gov at any time and follow the online

instructions for accessing the docket. Or, go to the Docket Management
Facility in Room W12-140 of the West Building Ground Floor at 1200 New
Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.

FOR FURTHER INFORMATION CONTACT: Edward Cook, Air Transportation
Division (AFS-200), Flight Standards Service, Federal Aviation
Administration, 100 Hartsfield Centre Parkway, Suite 400, Atlanta, GA
30354; telephone:<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION: Part 60 was originally added to Title 14 of
the Code of Federal Regulations on October 30, 2006, with an effective
date of October 30, 2007. In a document published in the Rules and
Regulations section of this issue of the Federal Register, the
effective date was delayed until May 30, 2008. This proposed rule would
change the appendices of Part 60 originally published on October 30,
2006.
    Later in this preamble under the Additional Information section, we
discuss how you can comment on this proposal and how we will handle
your comments. Included in this discussion is related information about
the docket, privacy, and the handling of proprietary or confidential
business information. We also discuss how you can get a copy of this
proposal and related rulemaking documents.

Authority for This Rulemaking

    The FAA's authority to issue rules regarding aviation safety is
found in Title 49 of the United States Code. Subtitle I, Section 106
describes the authority of the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more detail the scope of the agency's
authority. This rulemaking is promulgated under the authority described
in Subtitle VII, Part A, subpart I, 49 U.S.C. 44701. Under that
section, the FAA is charged with regulating air commerce in a way that
best promotes safety.

Table of Contents

I. Summary of the Proposal
II. Qualification Performance Standards (QPS) Amendment Process
III. Background
    A. Current Qualification Requirements
    B. Harmonization with International Standards
    C. Compliance
IV. The Proposal
    A. Visual Scenes and Airport Models; Class I, Class II, and
Class III Airports; and the FSTD Directive for Class II Visual
Scenes and Airport Models
    B. New Requirements for Objective Testing Standards
    C. New Requirements for Motion Systems for Full Flight
Simulators and Level 7 Helicopter Flight Training Devices
    D. New Requirements for Visual Systems for Level C and D Full
Flight Simulators
    E. New Requirements for Sound Systems for Level D Simulators
    F. New Requirements for Subjective Testing Standards for Visual
Scenes and Airport Models
    G. New Level 7 Helicopter FSTD Requirements
    H. Quality Management Systems
    I. New Information on Operation and Testing Requirements for
FSTDs
V. Regulatory Notices and Analyses

I. Summary of the Proposal

    The primary purpose of this NPRM is to ensure that the training and
testing environment is accurate and realistic and provide greater
harmonization with the international standards document for simulation.
The proposed requirements are expected to reduce expenses and workload
for simulator sponsors by avoiding conflicting compliance standards.
These modifications incorporate technological advances in, encourage
innovation of, and standardize the initial and continuing qualification
requirements for FSTDs that are consistent with the requirements
recently established by the international flight simulation community.
    The secondary purpose of this rulemaking project is to reorganize,
simplify, and improve the readability of the QPS appendices. This
proposal also clarifies and codifies certain standards presently
contained in advisory circulars. In addition, the FAA proposes to amend
the Qualification Performance

Standards (QPS) for flight simulation training devices (FSTD) and add a
new level of simulation for helicopter flight training devices (FTD).
    The FAA is proposing the following improvements to its FSTD
qualification requirements:
     Provide a listing of the tasks for which a simulator may
be qualified.
     Require the collection of objective test data during
currently required aircraft certification testing for specific FSTD
functions, including: Idle and emergency descents, and pitch trim rates
for use in airplane simulators; engine inoperative rejected takeoffs
for use in helicopter simulators; and takeoffs, hover, vertical climbs,
and normal landings for use in helicopter flight training devices.
     Provide in the QPS additional information for sponsors on
the testing requirements for FSTDs, including the use of alternative
data sources when complete flight test data are not available or lesser
technically complex levels of simulation are being developed.
     Clarify and standardize existing requirements for motion,
visual, and sound systems, including subjective buffeting motions,
visual scene content, and sound replication.
     By FSTD Directive require each Class II visual scene or
airport model available in any FFS, regardless of the original
qualification date, to meet the requirements described in Table A3C
(Appendix A, Attachment 3) or Table C3C (Appendix C, Attachment 3), as
appropriate.
     Clarify existing Quality Management System (QMS)
requirements by removing non-regulatory information.
    Except for the FSTD Directive, manufacturers and sponsors would not
be required to incorporate any of the changes listed above for existing
FSTDs. The appendices and attachments to part 60 affected by this
proposal would only apply to FSTDs that come into service after part 60
is effective (currently May 30, 2008). The proposed changes to the QMS
program would eliminate potentially confusing information that
addresses the voluntary portions of a QMS program. The FAA anticipates
that this proposal would result in minimal to no cost increases for
manufacturers and sponsors.

II. Qualification Performance Standards (QPS) Amendment Process

    The part 60 Final Rule contains six QPS appendices: Appendix A--
Airplane Full Flight Simulators; Appendix B--Airplane Flight Training
Devices; Appendix C--Helicopter Full Flight Simulators; Appendix D--
Helicopter Flight Training Devices; Appendix E--Quality Management
Systems for Flight Simulation Training Devices; and Appendix F--
Definitions and Abbreviations for Flight Simulation Training Devices.
    The QPS amendment process is faster than the traditional rulemaking
process. It is designed to allow modifications to be implemented in a
substantially shortened timeframe. In the part 60 Final Rule published
October 30, 2006, (71 FR 63392), the FAA explained that the ``fast
track'' QPS amendment process would be used to incorporate technical
changes to flight simulation standards. The FAA anticipated QPS
amendments based on several factors such as analysis of incident and
accident data or changes in aircraft or simulation technology. Changes
to the QPS documents are published in the Federal Register as an NPRM
unless ``good cause'' exists under the Administrative Procedure Act
(APA), which would warrant the FAA publishing a change to a QPS
document without following the standard notice and comment procedures.
Under the APA, in order for the FAA to issue a rule without following
notice and comment procedures, the FAA would have to make a good cause
finding that following notice and comment procedures would be
impracticable, unnecessary, or contrary to the public interest.
    Although proposed QPS amendments are published in the Federal
Register for public comment, the authority for final review and
issuance of the NPRM has been delegated from the Administrator to the
Director of Flight Standards Service. The delegation of authority
facilitates timely implementation of improved technological advances.
This delegation of authority is exercised in conjunction with the
Office of the Chief Counsel. If at any time during the amendment
process the Administrator, Chief Counsel, or the Director of Flight
Standards Service determines that a proposed amendment is not
appropriate for the streamlined process, the rulemaking project would
proceed in accordance with the agency's normal rulemaking procedures.

III. Background

A. Current Qualification Requirements

    The FAA issued Part 60 to promote standardization and
accountability for FSTD maintenance, qualification, and evaluation. The
regulation codified the standards contained in advisory circulars and
implemented the QPS format. The QPS appendices allow regulatory
requirements and information to be presented in one location. This
promotes ease of use and greater insight about the FAA's intent behind
the regulation and the required and approved methods of compliance.

B. Harmonization With International Standards

    During the development of the part 60 Final Rule, the international
community also began updating flight simulation standards.\1\ However,
many of the changes recommended by the international community were
beyond the scope of the part 60 NPRM and could not be included in the
final rule. Rather than delay its efforts or issue a supplemental
notice of proposed rulemaking, the FAA determined that the fastest
approach would be to publish the part 60 Final Rule, delay the
effective date, and amend the technical requirements under the
expedited QPS amendment process. This approach avoided increased
expenses, greater workload, and conflicting compliance requirements for
sponsors who would be required to comply with part 60.
---------------------------------------------------------------------------

    \1\ The international community began releasing its
recommendations with the publication of the International Civil
Aviation Organization's Manual of Criteria for the Qualification of
Flight Simulators (Document 9625) in 1994. The Joint Aviation
Authorities of Europe issued JAA-STD-1A (Synthetic Training Device--
document for airplane flight simulators) in 1998, followed by
updates in 1999, 2001, and 2003. The first ICAO update of Document
9625 was in January of 2004 and the most recent consideration for
update is the release of JAR-FSTD-A and JAR-FSTD-H documents in the
late spring of 2005 for European national regulatory authorities to
begin their review and consideration.
---------------------------------------------------------------------------

    The majority of the proposed additions to the QPS provide
information to the sponsors on objective tests. The information
included explains why the tests are necessary, how to stage the
simulator, and how to arrange other equipment to conduct the tests
efficiently and produce optimum results. This information would be
beneficial for simulator manufacturers and users.
    The proposal clarifies and codifies the standards for motion, and
visual and sound systems. The proposal also permits a new higher level
of simulation for helicopter FTDs. The proposal adds 2 tables of
material for operations tasks and system tasks, which are used as a
reference when developing the statement of qualification for the FSTD.
The proposal also includes a set of tables describing visual scene and
airport model requirements for FSTD qualification.
    Some of the proposed changes are marginally more stringent than the
requirements in the October 30, 2006,

Final Rule. For example, a simulator qualified at Level C or Level D
after May 30, 2008, would have the field of view and system capacity
requirements for the visual system increased by 20 percent over the
present requirement. The proposed requirements are consistent with
international standards, which simulator manufacturers are currently
following. This change improves the quality of simulation necessary to
train and evaluate flight crewmembers. Other proposed changes are more
flexible than the requirements prescribed in the October 30, 2006,
Final Rule. For example, the tolerance for displacement in the control
system ``freeplay'' test in helicopter simulators was increased from
0.10 inches to 0.15 inches, allowing additional space to adapt aircraft
and non-aircraft hardware for use in the simulator.\2\ This change was
based on the FAA's belief that a 0.10 inch tolerance would create an
undue hardship on sponsors because it would require constant adjustment
of the controls to maintain the close tolerance. The change from 0.10
inches to 0.15 inches is large enough to minimize the hardship on
sponsors, and small enough to continue providing pilots with an
accurate controller feel.
---------------------------------------------------------------------------

    \2\ See Appendix C of this part, Table C2A, item 2.a.6.
---------------------------------------------------------------------------

    Other than this change to the visual scene requirement, the
requirements of this proposal would not apply to current simulators. In
all instances the overall costs applicable to new simulators are
minimal to none. The most expensive change being proposed is the
increase in horizontal field of view for some visual system
applications.

C. Compliance

    With the exception of QMS requirements and any FSTD Directives,
simulators qualified prior to May 30, 2008, are not required to meet
QPS requirements as long as the simulator continues to meet the
requirements contained in the Master Qualification Test Guide that was
developed when the simulator was originally qualified.

IV. The Proposal

A. Visual Scenes and Airport Models; Class I, Class II, and Class III
Airports; and the FSTD Directive for Class II Visual Scenes and Airport
Models

    Current part 60 contains requirements for the number of visual
scenes or airport models that must be included for full flight
simulator (FFS) qualification and a description of what the visual
scenes or airport models must contain. Included in this proposal is a
codification of existing practice for visual scene quality,
environmental effects, visual feature recognition, and scene control
and management capability. Also included is the codification of
existing practice for updating visual scenes and airport visual models,
including the identification of other aspects of the airport
environment that would have to correspond with the visual scene or
model.
    The proposal establishes the requirements for Class I, Class II,
and Class III visual scenes and airport models already covered by ACs
issued by the FAA. For circling approaches, all of the proposed
requirements would apply to the runway used for the initial approach
and to the runway of intended landing. Additional proposed requirements
include an accurate visual relationship between the scenes or airport
models and other aspects of the airport environment, an accurate visual
relationship of the aircraft and associated equipment, scene quality
assessment features, and control of these scenes or models that the
instructor is able to exercise. The FAA believes these requirements are
necessary to ensure realistic and accurate depiction of airports and
visual scenes incorporated in simulators for FAA-approved training
programs.
    Additional visual scenes or airport models beyond those necessary
for simulator qualification may be used for various training program
applications, including Line Oriented Flight Training, and are
important for flight training and testing. Historically, these
additional visual scenes or airport models were not routinely evaluated
or required to meet any standardized criteria. This led to qualified
simulators containing visual scenes or airport models that may have
been incorrect or may have contained inappropriate visual references.
To prevent this from occurring in the future, the FAA proposes to issue
FSTD Directive (FD) Number 1. All FDs issued would be found in the FSTD
Directive Attachments: Appendix A, Attachment 6; Appendix B, Attachment
5, Appendix C, Attachment 5, and Appendix D, Attachment 5. FD Number 1
is not contained in Appendix B or in Appendix D because no existing
level of FSTD in Appendix B or Appendix D requires a visual system.
Proposed FD Number 1 would require each simulator sponsor to verify
that each Class II visual scene or airport model available in the FFS,
regardless of the original qualification basis and regardless of the
initial qualification date, meets the requirements in 14 CFR part 60,
Appendix A, Attachment 3, Table A3C or Appendix C, Attachment 3, Table
C3C, as applicable. FD Number 1 would apply to all FSTDs with visual
systems containing visual scenes or airport models used as part of an
FAA-approved curriculum that are available for use and are beyond the
minimum number of required visual scenes or airport models required for
qualification at the stated level. This FSTD Directive would not
require visual scenes or airport models to contain details beyond the
design capability of the existing qualified visual system. The
availability of the scene or model in the FFS would serve as the
sponsor's verification that the requirements were met. Therefore, a
reporting requirement for these scenes or models would not be
necessary. Currently, visual scenes and airport models available in any
FFS that would be classified as Class II are likely to already meet the
requirements being proposed. Additionally, each visual scene or airport
model classified as Class II would be beyond the number of visual
scenes or airport models required for qualification. In the event any
Class II visual scene or airport model is found by the sponsor to be
deficient in some way, the sponsor could remove that scene or model
from the FFS library without jeopardizing the qualification status of
the FFS. Alternately, the sponsor, at his or her option, may elect to
bring the deficient aspect into compliance and retain the availability
of that scene or model. Each sponsor has a full year to review each FFS
during normal training, checking, or testing activities and determine
the preferred course of action. For these reasons, the FAA has
determined that in a few cases the cost for complying with this
proposal would be minimal and in many cases there would be no cost to
the sponsor.
    In addition to the proposed requirements for Class II visual scenes
and models, the FAA also proposes to allow the continuation of the use
of visual scenes or airport models that have been approved by the
Training Program Approval Authority (TPAA) for specific purposes.
Examples of approved activities include specific airport or runway
qualification, very low visibility operations training, including
Surface Movement Guidance System (SMGS) operations, or use of a
specific airport visual model aligned with an instrument procedure for
another airport for instrument training. At the end of the interim
period, all Class III visual scenes and airport models must be
classified as either a Class I or a Class II visual scene or airport
model or be removed from availability at the simulator Instructor

Operating Stations (IOS). Class III visual scenes and airport models
may continue to be used after the end of the interim period if they are
part of a training program specifically approved by the TPAA or other
regulatory authority that uses a task and capability analysis as the
basis for approval of this specific media element, (i.e., the specific
scene or model selected for use in that program). Because any visual
scene or airport model that may be classified as Class III is likely to
already have some form of a task and capability analysis completed and
is already specifically approved by the TPAA, the FAA has determined
that in many cases there would be no cost for complying with this
proposal. However, if a task and capability analysis is required or if
modification to the visual scene is necessary, then the cost would be
minimal.

B. New Requirements for Objective Testing Standards

    The FAA proposes to revise the objective testing requirements for
certain simulation performance areas. These revisions are necessary to
clarify the instructions and requirements for certain tests contained
in the final rule. In addition to changing the requirements for certain
tests, the FAA also proposes several new tests that were not included
in the final rule. The revised tests impact the following simulation
performance areas:
    1. Idle and emergency descents for airplane simulators.
    2. Pitch trim rates for airplane simulators.
    3. Landing test requirements: autopilot landings and ground effect
demonstration for airplane simulators.
    4. Takeoffs, hover, vertical climbs, and normal landings in
helicopter flight training devices.
    5. Spiral stability tests for both airplane and helicopter
simulators.
    6. Engine inoperative rejected takeoffs for helicopter simulators.
    7. Motion System tests for airplane and helicopter simulators and
for helicopter flight training devices.
    8. Visual System tests for airplane and helicopter simulators and
for helicopter flight training devices.
    9. Sound System tests for airplane and helicopter simulators.
    An example of a revised requirement is the spiral stability test
for airplane and helicopter simulators. Under the proposal, an
additional parameter must be measured to achieve the required results.
For airplanes, the spiral stability test must be conducted in an
additional flight configuration (approach or landing) instead of being
conducted in cruise configuration only. For helicopters, the final rule
required the helicopter to maintain the correct trend during the spiral
stability test, whereas this proposal would require the helicopter to
meet a specific roll or bank angle during the test. These additional
parameters provide a more complete and accurate evaluation of the
simulator, and ensure better replication of aircraft performance. The
data that would be used to validate simulator performance and handling
in these areas is obtained from lateral-directional stability tests
conducted during normal aircraft certification flight testing. The data
for these additional parameters are either regularly available or can
be made available simply by activating the recording equipment when the
test is begun.
    Another example of the revised requirements is the inclusion of an
alternative method for validating control dynamics for the pitch, roll,
and yaw control tests for airplane simulators.\3\ The alternative
method would not change the requirements that the simulator must meet
for qualification, but would allow the validation tests for control
dynamics to be conducted on the ground rather than in-flight. The FAA
believes this change would provide an equivalent level of safety, while
conserving resources and providing greater flexibility for
manufacturers and sponsors.
---------------------------------------------------------------------------

    \3\ See Appendix A of this part, Attachment 2, para. 4.
---------------------------------------------------------------------------

    These proposed requirements affect only those FSTDs that will be
coming into service after May 30, 2008, and some proposed changes may
be marginally more stringent than the requirements in the October 30,
2006, Final Rule, while some are less stringent. Where the proposed
requirements are marginally more stringent than the current
requirements the cost would be minimal.

C. New Requirements for Motion Systems for Full Flight Simulators and
Level 7 Helicopter Flight Training Devices

    This proposal adds tables describing the motion vibration that must
be displayed by the FSTD. The FAA proposes on-set motion cueing
capability for airplane and helicopter FFSs and Level 7 helicopter
FTDs. For the FFSs, the proposal includes a requirement that the motion
cueing must be provided by a platform motion system. For the Level 7
helicopter FTDs, the proposal would allow a method other than a
platform motion system to be used, such as the use of a large, bass
speaker located beneath the pilot's seat with sufficient response to
provide vibration cues to the pilot. The proposal also eliminates
certain requirements for ranges and rates of motion system response for
helicopter simulators. However, the proposal would require additional
tests that capture the motion system ``signature.'' The signature is a
simultaneous recording of motion system responses captured while
conducting required objective tests. The signature is recorded and may
be compared to signatures captured in subsequent evaluations to
determine if any differences exist. Any differences would be corrected
to return the motion system back to its original system operation.
Signature testing would apply to airplane and helicopter simulators.
    The October 30, 2006, Final Rule does not contain motion system
testing requirements for airplane flight simulators. However, current
practice (under the Advisory Circular) includes motion system testing
that consists of ``frequency response,'' ``leg balance,'' and ``turn
around check.'' This proposal codifies that current practice and adds
the motion system benchmarking of a ``motion cueing performance
signature'' and ``characteristic motion vibrations,'' both of which are
also proposed for helicopter simulators. Motion cueing performance
signature and characteristic motion vibrations for airplane flight
simulators and helicopter simulators are already recorded during the
conduct of other required objective and subjective testing for these
simulators, thereby eliminating any cost.
    The proposal also requires the recording of motion cueing
performance signature and characteristic motion vibrations for
simulators and Level 7 helicopter FTDs. The proposal only requires that
the motion cueing performance signature and the characteristic motion
vibrations be recorded while currently required tests are being
conducted. The motion cueing performance signature is the motion system
response recorded during certain objective tests. The characteristic
motion vibrations are the motion system response recorded during
certain subjective tests.
    These proposed requirements would provide for more comprehensive
simulator assessments. The additional cost for implementation would be
either negligible or no cost. These requirements would also harmonize
with the international standards document.

D. New Requirements for Visual Systems for Level C and D Full Flight
Simulators

    The FAA proposes technical changes for visual systems on Level C
and Level D simulators. For example, the FAA proposes that the surface
resolution of objects in the visual scene must be able to be visually
``resolved'' at 2 arc minutes rather than 3 arc minutes. Also, the
horizontal field of view requirements would be increased from 150[deg]
to 180[deg]. The FAA believes these requirements would provide better
training to pilots by improving visual cues and better replicating the
outside views. These changes would also be consistent with the current
international standards. The requirements of this proposal would not
apply to current simulators and the overall costs applicable to new
simulators are minimal to none.

E. New Requirements for Sound Systems for Level D Simulators

    The FAA proposes new sound testing requirements for new Level D
simulators. These requirements would specify basic and special case
sound tests, and would be consistent with existing FAA advisory
material, FAA regulations, and the standards developed by the
international simulation working group. The proposal contains a
standardized list of sounds that would be recorded and compared during
initial and subsequent qualification evaluations. All new level D
simulators would be tested for frequency response and background noise.
There would also be specific tests based on whether the simulator is
replicating a jet powered aircraft or a propeller powered aircraft.
These tests would ensure accuracy in the overall sound quality of the
device. This proposal codifies existing practice of measuring sounds
and will result in no additional cost to the sponsor. These changes
would also be consistent with the current international standards. The
FAA has always required Level D simulators to have sounds recorded.
These sounds are then measured and compared between the aircraft and
the simulator and adjusted until they match to within stated
tolerances. However, under current requirements there are
inconsistencies with what sounds are to be recorded and what tolerances
should be applied. The proposal specifies the portions of the flight
envelope that must be recorded, therefore eliminating the previous
inconsistencies.

F. New Requirements for Subjective Testing Standards for Visual Scenes
and Airport Models

    The proposed requirements for visual scene and airport models for
FFSs would codify existing advisory material, and include the
following:
    1. Scene content--1 airport scene required for Level A and B; 3
airport scenes required for Level C and D. The scenes must contain
specific details, both on-airport and off-airport.
    2. Visual scene management.
    3. Visual scene recognition.
    4. Airport model content.
    5. Surrounding visual features consistent with the airport
environment.
    6. The quality of visual scene, including correct color and
realistic textural cues.
    7. Instructor control of environment, airport selection, and
lighting.
    These requirements would be necessary to ensure a training
environment that provides accurate simulation and allows pilots to
practice skills using visual scenes and models encountered in actual
operations. These requirements would be particularly helpful for pilots
with lower flight experience levels.
    In addition to codifying standards for the required visual scenes
and airport models, the FAA also proposes requirements for visual
scenes and airport models that are included in the device by the
sponsor, but are not required for the qualification level. In the past,
there were no established standards for optional scenes or airport
models that a sponsor may have incorporated in an FSTD. This created
inconsistencies in approval methods and in the training credits issued
for tasks completed in a device that had capability beyond what was
required for the stated qualification level. By establishing minimum
requirements for these optional scenes and models, the FAA would be
requiring the sponsor of each FSTD to meet at least the minimum
content, and the device may be eligible for additional training credits
for pilots.
    The visual scenes and airport models currently available in any FFS
that would be classified as Class II are beyond the number of visual
scenes or airport models required for qualification and are likely to
already meet the requirements being proposed. As previously described,
in the event any Class II visual scene or airport model is found by the
sponsor to be deficient in some way, the sponsor could remove that
scene or model from the FFS library without jeopardizing the
qualification status of the FFS. However, the sponsor, at his option,
may elect to bring the deficient aspect into compliance and retain the
availability of that scene or model. Each sponsor has a full year to
review each FFS during normal training, checking, or testing activities
and determine the preferred course of action. For these reasons, the
FAA has determined that in a few cases the cost for complying with this
proposal would be minimal and in many cases there would be no cost to
the sponsor.

G. New Level 7 Helicopter FSTD Requirements

    The FAA is proposing a Level 7 Helicopter FTD QPS. There are
currently no Level 7 helicopter FTDs. The standards proposed for this
device would insure the quality of simulation necessary for the
training and evaluation of flight crewmembers. The Level 7 FTD QPS
would contain specific requirements for visual and motion systems. For
example, the device would have to provide a visual system with a field
of view of 150[deg] x 40[deg] for both pilots simultaneously and a
motion cueing system that may consist of a platform motion system, a
seat shaker system, or a strategically located bass speaker of
sufficient response to provide an indication of rotor vibration and
vibration changes with changes in RPM or collective input. The Level 7
device would expand the training capability for helicopter students.
Because the Level 7 FTD is a new voluntary training option and would
not be required for compliance with any training, testing or checking
requirements, the proposal would not impose any additional cost on
sponsors or manufacturers.

H. Quality Management Systems

    The October 30, 2006, Final Rule established a Quality Management
System (QMS) for FSTDs. The QMS is divided into two separate
categories--a mandatory program and a voluntary program. This proposal
would remove the details regarding the voluntary program from Appendix
E. The proposal also clarifies the obligation of sponsors to be
consistent in their conduct of internal assessments and clarifies the
potential for increase in internal audit intervals.
    Under the proposal, the National Simulator Program Manager (NSPM)
would conduct continuing qualification evaluations of each FSTD every
12 months unless the NSPM becomes aware of discrepancies or performance
problems with the device that warrants more frequent evaluations. The
continuing qualification evaluations frequency could be extended beyond
the 12-month interval if: (1) The sponsor

implements a voluntary QMS program; and (2) the NSPM determines that
the administration of the QMS program and the FSTD performance
justifies less frequent evaluations. However, in no case would the
frequency of continuing qualification evaluations exceed 36 months.

I. New Information on Operation and Testing Requirements for FSTDs

    The QPS material attached to this proposed rule adds 11 paragraphs
of information to better explain the operation and testing requirements
for FSTDs. The paragraphs provide information on the use of alternative
data sources, alternative engines data, alternative avionics data, and
engineering simulators to provide validation data. There are also
information paragraphs on motion systems, sound systems, simulator
qualifications for new or derivative airplanes, validation test
tolerances, validation data roadmap, transport delay testing, and
validation test data presentation.

V. Regulatory Notices and Analyses

Privacy Impact Statement for Proposed 14 CFR Part 60, Appendices A
Through F

Legal Requirements

    Section 522 of the Consolidated Appropriations Act of 2005
instructs DOT to conduct a privacy impact assessment (PIA) of proposed
rules that will affect the privacy of individuals. The PIA should
identify potential threats relating to the collection, handling, use,
sharing and security of the data, the measures identified to mitigate
these threats, and the rationale for the final decisions made for the
rulemaking as a result of conducting the PIA.

Definitions

    Sponsor means a certificate holder who seeks or maintains FSTD
qualification and is responsible for the prescribed actions as
prescribed in this part and the QPS for the appropriate FSTD and
qualification level.
    Certificate holder means a person issued a certificate under parts
119, 141, or 142 of this chapter or a person holding an approved course
of training for flight engineers in accordance with part 63 of this
chapter.
    Individual means a living human being, specifically including a
citizen of the United States or an alien lawfully admitted for
permanent residence.
    Personally Identifiable Information (PII) is any information that
permits the identity of an individual to whom the information applies
to be reasonably inferred by either direct or indirect means, singly or
in combination with other data. Examples of PII include but are not
limited to physical and online contact information, Social Security
number or driver's license number.
    Privacy Impact Assessment is an analysis of how a rulemaking would
impact the way information is handled in order to ensure data handling
conforms to applicable legal, regulatory, and policy requirements
regarding privacy, determine the risks and effects the rulemaking will
have on collecting, maintaining and sharing PII, and examine and
evaluate protections and alternative processes for handling information
to mitigate potential privacy risks.
Requirements for the Submission and Retention of PII as Part of
Compliance With Proposed 14 CFR part 60, Flight Simulation Training
Device Initial and Continuing Qualification and Use
    The FAA proposes to amend the QPS requirements for FSTDs.
Compliance with the QPS requirements is the responsibility of the FSTD
sponsor. There are approximately 60 FSTD sponsors.
    The proposed rule does not require sponsors to submit PII to the
FAA or to maintain PII in their own records. However, the FAA
recognizes that certain PII may be contained in a sponsor's records,
including information about individuals who have used a particular
FSTD. This information may include the person's name, employer, duty
position, and type ratings. The FAA may request a sponsor to disclose
this PII for investigation, compliance, or enforcement purposes. For
example, the FAA may request the sponsor to provide the names of all
individuals trained on a specific device if the FAA discovered that the
device was not adequately simulating the aircraft and determined that
those individuals needed to be retrained or reevaluated.
    The FAA protects PII in accordance with ``Privacy Act Notice DOT/
FAA 847--Aviation Records on Individuals (formerly General Air
Transportation Records on Individuals).'' The Privacy Act Notice is
available at http://cio.ost.dot.gov/DOT/OST/Documents/files/records.html
.

    The FAA did not conduct a PIA for this rulemaking because there are
no new requirements for PII as part of these QPS amendments. In August
2004, the FAA released a PIA for airmen certification records. The PIA
addresses the methodology the agency uses to collect, store,
distribute, and protect PII for certificated airmen, including pilots.
The PIA is available at http://www.dot.gov/pia/faa_rms.htm. This PIA

would apply to any PII the FAA may receive from a sponsor in the course
of exercising its oversight authority.
    For more information or for comments and concerns on our privacy
practices, please contact our Privacy Officer, Carla Mauney at
<EMAIL_ADDRESS>or by phone at<PHONE_NUMBER>.

Paperwork Reduction Act
    Information collection requirements associated with this NPRM have
been approved previously by the Office of Management and Budget (OMB)
under the provisions of the Paperwork Reduction Act of 1995 (44 U.S.C.
3507(d)) and have been assigned OMB Control Number 2120-0680.
International Compatibility
    In keeping with U.S. obligations under the Convention on
International Civil Aviation, it is FAA policy to comply with
International Civil Aviation Organization (ICAO) Standards and
Recommended Practices to the maximum extent practicable. The FAA has
reviewed the corresponding ICAO Standards and Recommended Practices and
has identified no differences with these proposed regulations.
Economic Assessment, Initial Regulatory Flexibility Determination,
Trade Impact Assessment, and Unfunded Mandates Assessment
    Changes to Federal regulations must undergo several economic
analyses. First, Executive Order 12866 directs that each Federal agency
shall propose or adopt a regulation only upon a reasoned determination
that the benefits of the intended regulation justify its costs. Second,
the Regulatory Flexibility Act of 1980 (Pub. L. 96-354) requires
agencies to analyze the economic impact of regulatory changes on small
entities. Third, the Trade Agreements Act (Pub. L. 96-39) prohibits
agencies from setting standards that create unnecessary obstacles to
the foreign commerce of the United States. In developing U.S.
standards, the Trade Act requires agencies to consider international
standards and, where appropriate, that they be the basis of U.S.
standards. Fourth, the Unfunded Mandates Reform Act of 1995 (Pub. L.
104-4) requires agencies to prepare a written assessment of the costs,
benefits, and other effects of proposed or final rules that include a
Federal mandate likely to result in the expenditure by State, local, or
tribal governments, in the aggregate, or by the private sector, of $100
million or more annually (adjusted

for inflation with base year of 1995). This portion of the preamble
summarizes the FAA's analysis of the economic impacts of this proposed
rule.
    Department of Transportation Order DOT 2100.5 prescribes policies
and procedures for simplification, analysis, and review of regulations.
If the expected cost impact is so minimal that a proposed or final rule
does not warrant a full evaluation, this order permits that a statement
to that effect and the basis for it to be included in the preamble if a
full regulatory evaluation of the cost and benefits is not prepared.
Such a determination has been made for this proposed rule. The
reasoning for this determination follows:
    The FAA proposes to codify existing practice by requiring all
existing FSTD visual scenes beyond the number required for
qualification to meet specified requirements. The proposal also
reorganizes certain sections of the QPS appendices and provides
additional information on validation tests, established parameters for
tolerances, acceptable data formats, and the use of alternative data
sources. The proposed changes would ensure that the training and
testing environment is accurate and realistic, would codify existing
practice, and would provide greater harmonization with the
international standards document for simulation. None of these proposed
technical requirements would apply to simulators qualified before May
30, 2008, except for the proposal to codify existing practice regarding
certain visual scene requirements. The overall impact of this proposal
would result in minimal to no cost increases for manufacturers and
sponsors.
    The FAA has, therefore, determined that this proposed rule is not a
``significant regulatory action'' as defined in section 3(f) of
Executive Order 12866, and is not ``significant'' as defined in DOT's
Regulatory Policies and Procedures.
Regulatory Flexibility Determination
    The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA)
establishes ``as a principle of regulatory issuance that agencies shall
endeavor, consistent with the objectives of the rule and of applicable
statutes, to fit regulatory and informational requirements to the scale
of the businesses, organizations, and governmental jurisdictions
subject to regulation. To achieve this principle, agencies are required
to solicit and consider flexible regulatory proposals and to explain
the rationale for their actions to assure that such proposals are given
serious consideration.'' The RFA covers a wide-range of small entities,
including small businesses, not-for-profit organizations, and small
governmental jurisdictions.
    Agencies must perform a review to determine whether a rule will
have a significant economic impact on a substantial number of small
entities. If the agency determines that it will, the agency must
prepare a regulatory flexibility analysis as described in the RFA.
    However, if an agency determines that a rule is not expected to
have a significant economic impact on a substantial number of small
entities, section 605(b) of the RFA provides that the head of the
agency may so certify and a regulatory flexibility analysis is not
required. The certification must include a statement providing the
factual basis for this determination, and the reasoning should be
clear.
    The FAA proposes to codify existing practice by requiring all
existing FSTD visual scenes beyond the number required for
qualification to meet specified requirements. The proposal also
reorganizes certain sections of the QPS appendices and provides
additional information on validation tests, established parameters for
tolerances, acceptable data formats, and the use of alternative data
sources. The proposed changes would ensure that the training and
testing environment is accurate and more realistic, would codify
existing practice, and would provide greater harmonization with the
international standards document for simulation. None of these proposed
technical requirements would apply to simulators qualified before May
30, 2008, except for the proposal to codify existing practice regarding
certain visual scene requirements. The overall impact of this proposal
would result in minimal to no cost increases for manufacturers and
sponsors. Therefore the FAA certifies that this proposed rule would not
have a significant economic impact on a substantial number of small
entities. The FAA solicits comments regarding this determination.
International Trade Impact Assessment
    The Trade Agreements Act of 1979 (Pub. L. 96-39) prohibits Federal
agencies from establishing any standards or engaging in related
activities that create unnecessary obstacles to the foreign commerce of
the United States. Legitimate domestic objectives, such as safety, are
not considered unnecessary obstacles. The statute also requires
consideration of international standards and, where appropriate, that
they be the basis for U.S. standards. The FAA has assessed the
potential effect of this proposed rule and has determined that it would
impose the same costs on domestic and international entities and thus
has a neutral trade impact.
Unfunded Mandates Assessment
    Title II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-
4) requires each Federal agency to prepare a written statement
assessing the effects of any Federal mandate in a proposed or final
agency rule that may result in an expenditure of $100 million or more
(adjusted annually for inflation with the base year 1995) in any one
year by State, local, and tribal governments, in the aggregate, or by
the private sector; such a mandate is deemed to be a ``significant
regulatory action.'' The FAA currently uses an inflation-adjusted value
of $128.1 million in lieu of $100 million. This proposed rule does not
contain such a mandate.
Executive Order 13132, Federalism
    The FAA has analyzed this notice of proposed rulemaking under the
principles and criteria of Executive Order 13132, Federalism. We
determined that this proposal will not have a substantial direct effect
on the States, on the relationship between the national Government and
the States, or on the distribution of power and responsibilities among
the various levels of government. Therefore, we determined that this
proposed rule will not have federalism implications.
Environmental Analysis
    FAA Order 1050.1E identifies FAA actions that are categorically
excluded from preparation of an environmental assessment or
environmental impact statement under the National Environmental Policy
Act in the absence of extraordinary circumstances. The FAA has
determined this proposed rule action qualifies for the categorical
exclusion identified in paragraph 312f and involves no extraordinary
circumstances.
Regulations That Significantly Affect Energy Supply, Distribution, or
Use
    The FAA has analyzed this proposed rule under Executive Order
13211, Actions Concerning Regulations that Significantly Affect Energy
Supply, Distribution, or Use (May 18, 2001). We have determined that it
is not a ``significant energy action'' under the executive order
because it is not a ``significant regulatory action'' under Executive
Order 12866, and it is not likely to have a significant adverse effect
on the supply, distribution, or use of energy.

Additional Information
Comments Invited
    The FAA invites interested persons to participate in this
rulemaking by submitting written comments, data, or views. We also
invite comments relating to the economic, environmental, energy, or
federalism impacts that might result from adopting the proposals in
this document. The most helpful comments reference a specific portion
of the proposal, explain the reason for any recommended change, and
include supporting data. To ensure the docket does not contain
duplicate comments, please send only one copy of written comments, or
if you are filing comments electronically, please submit your comments
only one time.
    We will file in the docket all comments we receive, as well as a
report summarizing each substantive public contact with FAA personnel
concerning this proposed rulemaking. Before acting on this proposal, we
will consider all comments we receive on or before the closing date for
comments. We will consider comments filed after the comment period has
closed if it is possible to do so without incurring expense or delay.
We may change this proposal in light of the comments we receive.
Proprietary or Confidential Business Information
    Do not file in the docket information that you consider to be
proprietary or confidential business information. Send or deliver this
information directly to the person identified in the FOR FURTHER
INFORMATION CONTACT section of this document. You must mark the
information that you consider proprietary or confidential. If you send
the information on a disk or CD-ROM, mark the outside of the disk or
CD-ROM and also identify electronically within the disk or CD-ROM the
specific information that is proprietary or confidential.
    Under 14 CFR 11.35(b), when we are aware of proprietary information
filed with a comment, we do not place it in the docket. We hold it in a
separate file to which the public does not have access, and we place a
note in the docket that we have received it. If we receive a request to
examine or copy this information, we treat it as any other request
under the Freedom of Information Act (5 U.S.C. 552). We process such a
request under the DOT procedures found in 49 CFR part 7.
Availability of Rulemaking Documents
    You can get an electronic copy of rulemaking documents using the
Internet by--
    1. Searching the Federal eRulemaking Portal (http://www.regulations.gov
);

    2. Visiting the FAA's Regulations and Policies Web page at http://www.faa.gov/regulations_policies/
; or

    3. Accessing the Government Printing Office's Web page at http://www.gpoaccess.gov/fr/index.html
.

    You can also get a copy by sending a request to the Federal
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence
Avenue, SW., Washington, DC 20591, or by calling<PHONE_NUMBER>. Make
sure to identify the docket number, notice number, or amendment number
of this rulemaking.

List of Subjects in 14 CFR Part 60

    Airmen, Aviation safety, Reporting and recordkeeping requirements.

The Proposed Amendment

    In consideration of the foregoing, the Federal Aviation
Administration proposes to further amend the final rule amending part
60 of Title 14 of the Code of Federal Regulations, as published at 71
FR 63392 on October 30, 2006, as follows:

PART 60--FLIGHT SIMULATION TRAINING DEVICE INITIAL AND CONTINUING
QUALIFICATION AND USE

    1. The authority citation for part 60 continues to read as follows:

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

    2. Part 60, published at 71 FR 63392 on October 30, 2006 is amended
by revising appendices A-F to read as follows:

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

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

Begin Information

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

Table of Contents

1. Introduction
2. Applicability (Sec. Sec.  60.1 and 60.2)
3. Definitions (Sec.  60.3)
4. Qualification Performance Standards (Sec.  60.4)
5. Quality Management System (Sec.  60.5)
6. Sponsor Qualification Requirements (Sec.  60.7)
7. Additional Responsibilities of the Sponsor (Sec.  60.9)
8. FSTD Use (Sec.  60.11)
9. FSTD Objective Data Requirements (Sec.  60.13)
10. Special Equipment and Personnel Requirements for Qualification
of the FSTD (Sec.  60.14)
11. Initial (and Upgrade) Qualification Requirements (Sec.  60.15)
12. Additional Qualifications for a Currently Qualified FSTD (Sec.
60.16)
13. Previously Qualified FSTDs (Sec.  60.17)
14. Inspection, Continuing Qualification Evaluation, and Maintenance
Requirements (Sec.  60.19)
15. Logging FSTD Discrepancies (Sec.  60.20)
16. Interim Qualification of FSTDs for New Airplane Types or Models
(Sec.  60.21)
17. Modifications to FSTDs (Sec.  60.23)
18. Operations with Missing, Malfunctioning, or Inoperative
Components (Sec.  60.25)
19. Automatic Loss of Qualification and Procedures for Restoration
of Qualification (Sec.  60.27)
20. Other Losses of Qualification and Procedures for Restoration of
Qualification (Sec.  60.29)
21. Recordkeeping and Reporting (Sec.  60.31)
22. Applications, Logbooks, Reports, and Records: Fraud,
Falsification, or Incorrect Statements (Sec.  60.33)
23. Specific Full Flight Simulator Compliance Requirements (Sec.
60.35)
24. [Reserved]
25. FSTD Qualification on the Basis of a Bilateral Aviation Safety
Agreement (BASA) (Sec.  60.37)
Attachment 1 to Appendix A to Part 60--General Simulator
Requirements
Attachment 2 to Appendix A to Part 60--Full Flight Simulator
Objective Tests
Attachment 3 to Appendix A to Part 60--Simulator Subjective
Evaluation
Attachment 4 to Appendix A to Part 60--Sample Documents
Attachment 5 to Appendix A to Part 60--Simulator Qualification
Requirements for Windshear Training Program Use
Attachment 6 to Appendix A to Part 60--FSTD Directives Applicable to
Airplane Flight Simulators

End Information

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

1. Introduction

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

Begin Information

    a. This appendix contains background information as well as
regulatory and informative material as described later in this
section. To assist the reader in determining what areas are required
and what areas are permissive, the text in this appendix is divided
into two sections: ``QPS Requirements'' and ``Information.'' The QPS
Requirements sections contain details regarding compliance with the
part 60 rule

language. These details are regulatory, but are found only in this
appendix. The Information sections contain material that is advisory
in nature, and designed to give the user general information about
the regulation.
    b. Questions regarding the contents of this publication should
be sent to the U.S. Department of Transportation, Federal Aviation
Administration, Flight Standards Service, National Simulator Program
Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta,
Georgia, 30354. Telephone contact numbers for the NSP are: phone,
404-832-4700; fax,<PHONE_NUMBER>. The general email address for the
NSP office is<EMAIL_ADDRESS>The NSP Internet Web Site
address is: http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/.
 On this Web Site you will find an NSP

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

End Information

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

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

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

Begin Information

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

End Information

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

3. Definitions (Sec.  60.3)

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

Begin Information

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

End Information

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

4. Qualification Performance Standards (Sec.  60.4)

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

Begin Information

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

End Information

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

5. Quality Management System (Sec.  60.5)

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

Begin Information

    See Appendix E of this part for additional regulatory and
informational material regarding Quality Management Systems.

End Information

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

6. Sponsor Qualification Requirements (Sec.  60.7)

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

Begin Information

    a. The intent of the language in Sec.  60.7(b) is to have a
specific FFS, identified by the sponsor, used at least once in an
FAA-approved flight training program for the airplane simulated
during the 12-month period described. The identification of the
specific FFS may change from one 12-month period to the next 12-
month period as long as the sponsor sponsors and uses at least one
FFS at least once during the prescribed period. No minimum number of
hours or minimum FFS periods are required.
    b. The following examples describe acceptable operational
practices:
    (1) Example One.
    (a) A sponsor is sponsoring a single, specific FFS for its own
use, in its own facility or elsewhere--this single FFS forms the
basis for the sponsorship. The sponsor uses that FFS at least once
in each 12-month period in the sponsor's FAA-approved flight
training program for the airplane simulated. This 12-month period is
established according to the following schedule:
    (i) If the FFS was qualified prior to May 30, 2008, the 12-month
period begins on the date of the first continuing qualification
evaluation conducted in accordance with Sec.  60.19 after May 30,
2008, and continues for each subsequent 12-month period;
    (ii) A device qualified on or after May 30, 2008, will be
required to undergo an initial or upgrade evaluation in accordance
with Sec.  60.15. Once the initial or upgrade evaluation is
complete, the first continuing qualification evaluation will be
conducted within 6 months. The 12-month continuing qualification
evaluation cycle begins on that date and continues for each
subsequent 12-month period.
    (b) There is no minimum number of hours of FFS use required.
    (c) The identification of the specific FFS may change from one
12-month period to the next 12-month period as long as the sponsor
sponsors and uses at least one FFS at least once during the
prescribed period.
    (2) Example Two.
    (a) A sponsor sponsors an additional number of FFSs, in its
facility or elsewhere. Each additionally sponsored FFS must be--
    (i) Used by the sponsor in the sponsor's FAA-approved flight
training program for the airplane simulated (as described in Sec.
60.7(d)(1)); OR
    (ii) Used by another FAA certificate holder in that other
certificate holder's FAA-approved flight training program for the
airplane simulated (as described in Sec.  60.7(d)(1)). This 12-month
period is established in the same manner as in example one; OR
    (iii) Provided a statement each year from a qualified pilot,
(after having flown the airplane, not the subject FFS or another
FFS, during the preceding 12-month period) stating that the subject
FFSs performance and handling qualities represent the airplane (as
described in Sec.  60.7(d)(2)). This statement is provided at least
once in each 12-month period established in the same manner as in
example one.

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

End Information

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

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

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

Begin Information

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

End Information

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

8. FSTD Use (Sec.  60.11)

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

Begin Information

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

End Information

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

9. FSTD Objective Data Requirements (Sec.  60.13)

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

Begin QPS Requirements

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

End QPS Requirements

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

Begin Information

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

End Information

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

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

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

Begin Information

    a. In the event that the NSPM determines that special equipment
or specifically qualified persons will be required to conduct

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

End Information

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

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

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

Begin QPS Requirements

    a. In order to be qualified at a particular qualification level,
the FFS must:
    (1) Meet the general requirements listed in Attachment 1;
    (2) Meet the objective testing requirements listed in Attachment
2; and
    (3) Satisfactorily accomplish the subjective tests listed in
Attachment 3.
    b. The request described in Sec.  60.15(a) must include all of
the following:
    (1) A statement that the FFS meets all of the applicable
provisions of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the
statement described in Sec.  60.15(b) in such time as to be received
no later than 5 business days prior to the scheduled evaluation and
may be forwarded to the NSPM via traditional or electronic means.
    (3) A qualification test guide (QTG), acceptable to the NSPM,
that includes all of the following:
    (a) Objective data obtained from aircraft testing or another
approved source.
    (bi) Correlating objective test results obtained from the
performance of the FFS as prescribed in the appropriate QPS.
    (c) The result of FFS subjective tests prescribed in the
appropriate QPS.
    (d) A description of the equipment necessary to perform the
evaluation for initial qualification and the continuing
qualification evaluations.
    c. The QTG described in paragraph (a)(3) of this section, must
provide the documented proof of compliance with the simulator
objective tests in Attachment 2, Table A2A of this appendix.
    d. The QTG is prepared and submitted by the sponsor, or the
sponsor's agent on behalf of the sponsor, to the NSPM for review and
approval, and must include, for each objective test:
    (1) Parameters, tolerances, and flight conditions;
    (2) Pertinent and complete instructions for the conduct of
automatic and manual tests;
    (3) A means of comparing the FFS test results to the objective
data;
    (4) Any other information as necessary, to assist in the
evaluation of the test results;
    (5) Other information appropriate to the qualification level of
the FFS.
    e. The QTG described in paragraphs (a)(3) and (b) of this
section, must include the following:
    (1) A QTG cover page with sponsor and FAA approval signature
blocks (see Attachment 4, Figure A4C, for a sample QTG cover page).
    (2) A continuing qualification evaluation requirements page.
This page will be used by the NSPM to establish and record the
frequency with which continuing qualification evaluations must be
conducted and any subsequent changes that may be determined by the
NSPM in accordance with Sec.  60.19. See Attachment 4, Figure A4G,
for a sample Continuing Qualification Evaluation Requirements page.
    (3) An FFS information page that provides the information listed
in this paragraph (see Attachment 4, Figure A4B, for a sample FFS
information page). For convertible FFSs, the sponsor must submit a
separate page for each configuration of the FFS.
    (a) The sponsor's FFS identification number or code.
    (b) The airplane model and series being simulated.
    (c) The aerodynamic data revision number or reference.
    (d) The source of the basic aerodynamic model and the
aerodynamic coefficient data used to modify the basic model.
    (e) The engine model(s) and its data revision number or
reference.
    (f) The flight control data revision number or reference.
    (g) The flight management system identification and revision
level.
    (h) The FFS model and manufacturer.
    (i) The date of FFS manufacture.
    (j) The FFS computer identification.
    (k) The visual system model and manufacturer, including display
type.
    (l) The motion system type and manufacturer, including degrees
of freedom.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) A list of all relevant data references.
    (7) A glossary of terms and symbols used (including sign
conventions and units).
    (8) Statements of compliance and capability (SOCs) with certain
requirements. SOCs must provide references to the sources of
information that show the capability of the FFS to comply with the
requirement, a rationale explaining how the referenced material is
used, mathematical equations and parameter values used, and the
conclusions reached; i.e., that the FFS complies with the
requirement.
    (9) Recording procedures or equipment required to accomplish the
objective tests.
    (10) The following information for each objective test
designated in Attachment 2, Table A2A, as applicable to the
qualification level sought:
    (a) Name of the test.
    (b) Objective of the test.
    (c) Initial conditions.
    (d) Manual test procedures.
    (e) Automatic test procedures (if applicable).
    (f) Method for evaluating FFS objective test results.
    (g) List of all relevant parameters driven or constrained during
the automatically conducted test(s).
    (h) List of all relevant parameters driven or constrained during
the manually conducted test(s).
    (i) Tolerances for relevant parameters.
    (j) Source of Validation Data (document and page number).
    (k) Copy of the Validation Data (if located in a separate
binder, a cross reference for the identification and page number for
pertinent data location must be provided).
    (l) Simulator Objective Test Results as obtained by the sponsor.
Each test result must reflect the date completed and must be clearly
labeled as a product of the device being tested.
    f. A convertible FFS is addressed as a separate FFS for each
model and series airplane to which it will be converted and for the
FAA qualification level sought. If a sponsor seeks qualification for
two or more models of an airplane type using a convertible FFS, the
sponsor must submit a QTG for each airplane model, or a QTG for the
first airplane model and a supplement to that QTG for each
additional airplane model. The NSPM will conduct evaluations for
each airplane model.
    g. Form and manner of presentation of objective test results in
the QTG:
    (1) The sponsor's FFS test results must be recorded in a manner
acceptable to the NSPM, that allows easy comparison of the FFS test
results to the validation data (e.g., use of a multi-channel
recorder, line printer, cross plotting, overlays, transparencies).
    (2) FFS results must be labeled using terminology common to
airplane parameters as opposed to computer software identifications.
    (3) Validation data documents included in a QTG may be
photographically reduced only if such reduction will not alter the
graphic scaling or cause difficulties in scale interpretation or
resolution.
    (4) Scaling on graphical presentations must provide the
resolution necessary to evaluate the parameters shown in Attachment
2, Table A2A of this appendix.
    (5) Tests involving time histories, data sheets (or
transparencies thereof) and FFS test results must be clearly marked
with appropriate reference points to ensure an accurate comparison
between the FFS and the airplane with respect to time. Time
histories recorded via a line printer are to be clearly identified
for cross plotting on the airplane data. Over-plots must not obscure
the reference data.
    h. The sponsor may elect to complete the QTG objective and
subjective tests at the manufacturer's facility or at the sponsor's
training facility. If the tests are conducted at the manufacturer's
facility, the sponsor must repeat at least one-third of the tests at
the sponsor's training facility in order to substantiate FFS
performance. The QTG must be clearly annotated to indicate when and
where each test was accomplished. Tests conducted at the
manufacturer's facility and at the sponsor's training facility must
be conducted after the FFS is assembled with systems and sub-systems
functional and operating in an interactive manner. The test results
must be submitted to the NSPM.

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

End QPS Requirements

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

Begin Information

    m. Only those FFSs that are sponsored by a certificate holder as
defined in Appendix F will be evaluated by the NSPM. However, other
FFS evaluations may be conducted on a case-by-case basis as the
Administrator deems appropriate, but only in accordance with
applicable agreements.
    n. The NSPM will conduct an evaluation for each configuration,
and each FFS must be evaluated as completely as possible. To ensure
a thorough and uniform evaluation, each FFS is subjected to the
general simulator requirements in Attachment 1, the objective tests
listed in Attachment 2, and the subjective tests listed in
Attachment 3 of this appendix. The evaluations described herein will
include, but not necessarily be limited to the following:
    (1) Airplane responses, including longitudinal and lateral-
directional control responses (see Attachment 2 of this appendix);
    (2) Performance in authorized portions of the simulated
airplane's operating envelope, to include tasks evaluated by the
NSPM in the areas of surface operations, takeoff, climb, cruise,
descent, approach, and landing as well as abnormal and emergency
operations (see Attachment 2 of this appendix);
    (3) Control checks (see Attachment 1 and Attachment 2 of this
appendix);
    (4) Flight deck configuration (see Attachment 1 of this
appendix);
    (5) Pilot, flight engineer, and instructor station functions
checks (see Attachment 1 and Attachment 3 of this appendix);
    (6) Airplane systems and sub-systems (as appropriate) as
compared to the airplane simulated (see Attachment 1 and Attachment
3 of this appendix);
    (7) FFS systems and sub-systems, including force cueing
(motion), visual, and aural (sound) systems, as appropriate (see
Attachment 1 and Attachment 2 of this appendix); and
    (8) Certain additional requirements, depending upon the
qualification level sought, including equipment or circumstances
that may become hazardous to the occupants. The sponsor may be
subject to Occupational Safety and Health Administration
requirements.
    o. The NSPM administers the objective and subjective tests,
which includes an examination of functions. The tests include a
qualitative assessment of the FFS by an NSP pilot. The NSP
evaluation team leader may assign other qualified personnel to
assist in accomplishing the functions examination and/or the
objective and subjective tests performed during an evaluation when
required.
    (1) Objective tests provide a basis for measuring and evaluating
FFS performance and determining compliance with the requirements of
this part.
    (2) Subjective tests provide a basis for:
    (a) Evaluating the capability of the FFS to perform over a
typical utilization period;
    (b) Determining that the FFS satisfactorily simulates each
required task;
    (c) Verifying correct operation of the FFS controls,
instruments, and systems; and
    (d) Demonstrating compliance with the requirements of this part.
    p. The tolerances for the test parameters listed in Attachment 2
of this appendix reflect the range of tolerances acceptable to the
NSPM for FFS validation and are not to be confused with design
tolerances specified for FFS manufacture. In making decisions
regarding tests and test results, the NSPM relies on the use of
operational and engineering judgment in the application of data
(including consideration of the way in which the flight test was
flown and way the data was gathered and applied) data presentations,
and the applicable tolerances for each test.
    q. In addition to the scheduled continuing qualification
evaluation, each FFS is subject to evaluations conducted by the NSPM
at any time without prior notification to the sponsor. Such
evaluations would be accomplished in a normal manner (i.e.,
requiring exclusive use of the FFS for the conduct of objective and
subjective tests and an examination of functions) if the FFS is not
being used for flight crewmember training, testing, or checking.
However, if the FFS were being used, the evaluation would be
conducted in a non-exclusive manner. This non-exclusive evaluation
will be conducted by the FFS evaluator accompanying the check
airman, instructor, Aircrew Program Designee (APD), or FAA inspector
aboard the FFS along with the student(s) and observing the operation
of the FFS during the training, testing, or checking activities.
    r. Problems with objective test results are handled as follows:
    (1) If a problem with an objective test result is detected by
the NSP evaluation team during an evaluation, the test may be
repeated or the QTG may be amended.
    (2) If it is determined that the results of an objective test do
not support the level requested but do support a lower level, the
NSPM may qualify the FFS at that lower level. For example, if a
Level D evaluation is requested and the FFS fails to meet sound test
tolerances, it could be qualified at Level C.
    s. After an FFS is successfully evaluated, the NSPM issues a
Statement of Qualification (SOQ) to the sponsor. The NSPM recommends
the FFS to the TPAA, who will approve the FFS for use in a flight
training program. The SOQ will be issued at the satisfactory
conclusion of the initial or continuing qualification evaluation and
will list the tasks for which the FSTD is qualified, referencing the
tasks described in Table A1B in attachment 1. However, it is the
sponsor's responsibility to obtain TPAA approval prior to using the
FSTD in an FAA-approved flight training program.
    t. Under normal circumstances, the NSPM establishes a date for
the initial or upgrade evaluation within ten (10) working days after
determining that a complete QTG is acceptable. Unusual circumstances
may warrant establishing an evaluation date before this
determination is made. A sponsor may schedule an evaluation date as
early as 6 months in advance. However, there may be a delay of 45
days or more in rescheduling and completing the evaluation if the
sponsor is unable to meet the scheduled date. See Attachment 4,
Figure A4A, Sample Request for Initial, Upgrade, or Reinstatement
Evaluation.
    u. The numbering system used for objective test results in the
QTG should closely follow the numbering system set out in Attachment
2, FFS Objective Tests, Table A2A.
    v. Contact the NSPM or visit the NSPM Web site for additional
information regarding the preferred qualifications of pilots used to
meet the requirements of Sec.  60.15(d).
    w. Examples of the exclusions for which the FFS might not have
been subjectively tested by the sponsor or the NSPM and for which
qualification might not be sought or granted, as described in Sec.
60.15(g)(6), include windshear training and circling approaches.

End Information

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

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

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

Begin Information

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

End Information

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

13. Previously Qualified FSTDs (Sec.  60.17)

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

Begin QPS Requirements

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

End QPS Requirements

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

Begin Information

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

End Information

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

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

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

Begin QPS Requirements

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

End QPS Requirements

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

Begin Information

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

End Information

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

15. Logging FSTDs Discrepancies (Sec.  60.20)

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

Begin Information

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

End Information

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

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

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

Begin Information

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

End Information

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

17. Modifications to FSTDs (Sec.  60.23)

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

Begin QPS Requirements

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

End QPS Requirements

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

Begin Information

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

End Information

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

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

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

Begin Information

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

End Information

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

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

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

Begin Information

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

End Information

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

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

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

Begin Information

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

End Information

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

21. Recordkeeping and Reporting (Sec.  60.31)

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

Begin QPS Requirements

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

End QPS Requirements

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

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

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

Begin Information

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

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

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

24. [Reserved]

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

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

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

End Information

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

Attachment 1 to Appendix A to Part 60--

General Simulator Requirements

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

Begin QPS Requirements

1. Requirements

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

End QPS Requirements

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

Begin Information

2. Discussion

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

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

End Information

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

               Table A1A.--Minimum Simulator Requirements
------------------------------------------------------------------------
      <<>>        Simulator levels      Information
------------------------------------------------------------------------
                General simulator
    Number        requirements      A    B    C    D         Notes
------------------------------------------------------------------------
1. General Flight Deck Configuration
------------------------------------------------------------------------
1.a..........  The simulator must   X    X    X    X   For simulator
                have a flight                           purposes, the
                deck that is a                          flight deck
                replica of the                          consists of all
                airplane                                that space
                simulated with                          forward of a
                controls,                               cross section of
                equipment,                              the flight deck
                observable flight                       at the most
                deck indicators,                        extreme aft
                circuit breakers,                       setting of the
                and bulkheads                           pilots' seats,
                properly located,                       including
                functionally                            additional
                accurate and                            required
                replicating the                         crewmember duty
                airplane. The                           stations and
                direction of                            those required
                movement of                             bulkheads aft of
                controls and                            the pilot seats.
                switches must be                        For
                identical to the                        clarification,
                airplane. Pilot                         bulkheads
                seats must allow                        containing only
                the occupant to                         items such as
                achieve the                             landing gear pin
                design ``eye                            storage
                position''                              compartments,
                established for                         fire axes or
                the airplane                            extinguishers,
                being simulated.                        spare light
                Equipment for the                       bulbs, and
                operation of the                        aircraft
                flight deck                             document pouches
                windows must be                         are not
                included, but the                       considered
                actual windows                          essential and
                need not be                             may be omitted.
                operable.
                Additional
                equipment such as
                fire axes,
                extinguishers,
                and spare light
                bulbs must be
                available in the
                FFS but may be
                relocated to a
                suitable location
                as near as
                practical to the
                original
                position. Fire
                axes, landing
                gear pins, and
                any similar
                purpose
                instruments need
                only be
                represented in
                silhouette.
               An SOC is
                required..
------------------------------------------------------------------------
1.b..........  Those circuit        X    X    X    X
                breakers that
                affect procedures
                or result in
                observable flight
                deck indications
                must be properly
                located and
                functionally
                accurate.
               An SOC is
                required..
------------------------------------------------------------------------
2. Programming
------------------------------------------------------------------------
2.a..........  A flight dynamics    X    X    X    X
                model that
                accounts for
                various
                combinations of
                drag and thrust
                normally
                encountered in
                flight must
                correspond to
                actual flight
                conditions,
                including the
                effect of change
                in airplane
                attitude, thrust,
                drag, altitude,
                temperature,
                gross weight,
                moments of
                inertia, center
                of gravity
                location, and
                configuration.
               An SOC is
                required..
------------------------------------------------------------------------
2.b..........  The simulator must   X    X    X    X
                have the computer
                capacity,
                accuracy,
                resolution, and
                dynamic response
                needed to meet
                the qualification
                level sought.
               An SOC is
                required..
------------------------------------------------------------------------
2.c..........  Surface operations   X
                must be
                represented to
                the extent that
                allows turns
                within the
                confines of the
                runway and
                adequate controls
                on the landing
                and roll-out from
                a crosswind
                approach to a
                landing.
               A subjective test
                is required..
------------------------------------------------------------------------
2.d..........  Ground handling
                and aerodynamic
                programming must
                include the
                following:
               A subjective test
                is required for
                each..
------------------------------------------------------------------------
2.d.1........  Ground effect.....        X    X    X   Ground effect
                                                        includes
                                                        modeling that
                                                        accounts for
                                                        roundout, flare,
                                                        touchdown, lift,
                                                        drag, pitching
                                                        moment, trim,
                                                        and power while
                                                        in ground
                                                        effect.
------------------------------------------------------------------------

2.d.2........  Ground reaction...        X    X    X   Ground reaction
                                                        includes
                                                        modeling that
                                                        accounts for
                                                        strut
                                                        deflections,
                                                        tire friction,
                                                        and side forces.
                                                        This is the
                                                        reaction of the
                                                        airplane upon
                                                        contact with the
                                                        runway during
                                                        landing, and may
                                                        differ with
                                                        changes in
                                                        factors such as
                                                        gross weight,
                                                        airspeed, or
                                                        rate of descent
                                                        on touchdown.
------------------------------------------------------------------------
2.d.3........  Ground handling           X    X    X
                characteristics,
                including
                aerodynamic and
                ground reaction
                modeling
                including
                steering inputs,
                operations with
                crosswind,
                braking, thrust
                reversing,
                deceleration, and
                turning radius.
------------------------------------------------------------------------
2.e..........  The simulator must
                employ windshear
                models that
                provide training
                for recognition
                of windshear
                phenomena and the
                execution of
                recovery
                procedures.
                Models must be
                available to the
                instructor/
                evaluator for the
                following
                critical phases
                of flight:
               (1) Prior to
                takeoff rotation..
               (2) At liftoff....
               (3) During initial
                climb..
               (4) On final
                approach, below
                500 ft AGL..
------------------------------------------------------------------------
               The QTG must                   X    X   If desired, Level
                reference the FAA                       A and B
                Windshear                               simulators may
                Training Aid or                         qualify for
                present alternate                       windshear
                airplane related                        training by
                data, including                         meeting these
                the                                     standards; see
                implementation                          Attachment 5 of
                method(s) used.                         this appendix.
                If the alternate                        Windshear models
                method is                               may consist of
                selected, wind                          independent
                models from the                         variable winds
                Royal Aerospace                         in multiple
                Establishment                           simultaneous
                (RAE), the Joint                        components. The
                Airport Weather                         FAA Windshear
                Studies (JAWS)                          Training Aid
                Project and other                       presents one
                recognized                              acceptable means
                sources may be                          of compliance
                implemented, but                        with simulator
                must be supported                       wind model
                and properly                            requirements.
                referenced in the
                QTG. Only those
                simulators
                meeting these
                requirements may
                be used to
                satisfy the
                training
                requirements of
                part 121
                pertaining to a
                certificate
                holder's approved
                low-altitude
                windshear flight
                training program
                as described in
                Sec.   121.409.
               Objective tests
                are required for
                qualification;
                see Attachment 2
                and Attachment 5
                of this appendix..
               A subjective test
                is required..
------------------------------------------------------------------------
2.f..........  The simulator must             X    X   Automatic
                provide for                             ``flagging'' of
                manual and                              out-of-tolerance
                automatic testing                       situations is
                of simulator                            encouraged.
                hardware and
                software
                programming to
                determine
                compliance with
                simulator
                objective tests
                as prescribed in
                Attachment 2.
               An SOC is
                required..
------------------------------------------------------------------------
2.g..........  Relative responses                      The intent is to
                of the motion                           verify that the
                system, visual                          simulator
                system, and                             provides
                flight deck                             instrument,
                instruments,                            motion, and
                measured by                             visual cues that
                latency tests or                        are, within the
                transport delay                         stated time
                tests. Motion                           delays, like the
                onset should                            airplane
                occur before the                        responses. For
                start of the                            airplane
                visual scene                            response,
                change (the start                       acceleration in
                of the scan of                          the appropriate,
                the first video                         corresponding
                field containing                        rotational axis
                different                               is preferred.
                information) but
                must occur before
                the end of the
                scan of that
                video field.
                Instrument
                response may not
                occur prior to
                motion onset.
                Test results must
                be within the
                following limits.
------------------------------------------------------------------------
2.g.1........     300               X    X
                   milliseconds
                   of the
                   airplane
                   response..
------------------------------------------------------------------------
               Objective Tests
                are required.