130 

14 CFR Ch. I (1–1–19 Edition) 

Pt. 60, App. A 

flight phases. The performance of these tasks 
by the NSPM includes an operational exam-
ination of the visual system and special ef-
fects. There are flight tasks included to ad-
dress some features of advanced technology 
airplanes and innovative training programs. 
For example, ‘‘high angle-of-attack maneu-
vering’’ is included to provide a required al-
ternative to ‘‘approach to stalls’’ for air-
planes employing flight envelope protection 
functions. 

c. The tests in Table A3A, Operations 

Tasks, and Table A3G, Instructor Operating 
Station of this attachment, address the over-
all function and control of the simulator in-
cluding the various simulated environmental 
conditions; simulated airplane system oper-
ations (normal, abnormal, and emergency); 
visual system displays; and special effects 
necessary to meet flight crew training, eval-
uation, or flight experience requirements. 

d. All simulated airplane systems func-

tions will be assessed for normal and, where 
appropriate, alternate operations. Normal, 
abnormal, and emergency operations associ-
ated with a flight phase will be assessed dur-
ing the evaluation of flight tasks or events 
within that flight phase. Simulated airplane 
systems are listed separately under ‘‘Any 
Flight Phase’’ to ensure appropriate atten-
tion to systems checks. Operational naviga-
tion systems (including inertial navigation 
systems, global positioning systems, or other 
long-range systems) and the associated elec-
tronic display systems will be evaluated if 
installed. The NSP pilot will include in his 
report to the TPAA, the effect of the system 
operation and any system limitation. 

e. Simulators demonstrating a satisfactory 

circling approach will be qualified for the 
circling approach maneuver and may be ap-
proved for such use by the TPAA in the spon-
sor’s FAA-approved flight training program. 
To be considered satisfactory, the circling 
approach will be flown at maximum gross 
weight for landing, with minimum visibility 
for the airplane approach category, and must 
allow proper alignment with a landing run-
way at least 90

° 

different from the instru-

ment approach course while allowing the 
pilot to keep an identifiable portion of the 
airport in sight throughout the maneuver 
(reference—14 CFR 91.175(e)). 

f. At the request of the TPAA, the NSPM 

may assess a device to determine if it is ca-
pable of simulating certain training activi-
ties in a sponsor’s training program, such as 
a portion of a Line Oriented Flight Training 
(LOFT) scenario. Unless directly related to a 
requirement for the qualification level, the 
results of such an evaluation would not af-
fect the qualification level of the simulator. 
However, if the NSPM determines that the 
simulator does not accurately simulate that 
training activity, the simulator would not be 
approved for that training activity. 

g. The FAA intends to allow the use of 

Class III airport models when the sponsor 
provides the TPAA (or other regulatory au-
thority) an appropriate analysis of the skills, 
knowledge, and abilities (SKAs) necessary 
for competent performance of the tasks in 
which this particular media element is used. 
The analysis should describe the ability of 
the FFS/visual media to provide an adequate 
environment in which the required SKAs are 
satisfactorily performed and learned. The 
analysis should also include the specific 
media element, such as the airport model. 
Additional sources of information on the 
conduct of task and capability analysis may 
be found on the FAA’s Advanced Qualifica-
tion Program (AQP) Web site at: 

http:// 

www.faa.gov/education

l

research/training/aqp/. 

h. The TPAA may accept Class III airport 

models without individual observation pro-
vided the sponsor provides the TPAA with an 
acceptable description of the process for de-
termining the acceptability of a specific air-
port model, outlines the conditions under 
which such an airport model may be used, 
and adequately describes what restrictions 
will be applied to each resulting airport or 
landing area model. Examples of situations 
that may warrant Class

l

III model designa-

tion by the TPAA include the following: 

(a) Training, testing, or checking on very 

low visibility operations, including SMGCS 
operations. 

(b) Instrument operations training (includ-

ing instrument takeoff, departure, arrival, 
approach, and missed approach training, 
testing, or checking) using— 

(i) A specific model that has been geo-

graphically ‘‘moved’’ to a different location 
and aligned with an instrument procedure 
for another airport. 

(ii) A model that does not match changes 

made at the real-world airport (or landing 
area for helicopters) being modeled. 

(iii) A model generated with an ‘‘off-board’’ 

or an ‘‘on-board’’ model development tool 
(by providing proper latitude/longitude ref-
erence; correct runway or landing area ori-
entation, length, width, marking, and light-
ing information; and appropriate adjacent 
taxiway location) to generate a facsimile of 
a real world airport or landing area. 

i. Previously qualified simulators with cer-

tain early generation Computer Generated 
Image (CGI) visual systems, are limited by 
the capability of the Image Generator or the 
display system used. These systems are: 

(1) Early CGI visual systems that are ex-

cepted from the requirement of including 
runway numbers as a part of the specific 
runway marking requirements are: 

(a) Link NVS and DNVS. 
(b) Novoview 2500 and 6000. 
(c) FlightSafety VITAL series up to, and 

including, VITAL III, but not beyond. 

(d) Redifusion SP1, SP1T, and SP2. 

VerDate Sep<11>2014 

16:30 Jun 25, 2019

Jkt 247047

PO 00000

Frm 00140

Fmt 8010

Sfmt 8002

Q:\14\14V2.TXT

PC31

kpayne on VMOFRWIN702 with $$_JOB