kpayne on VMOFRWIN702 with $$_JOB

Pt. 60, App. A

14 CFR Ch. I (1-1-19 Edition)

flight phases. The performance of these tasks
by the NSPM includes an operational examination of the visual system and special effects. There are flight tasks included to address some features of advanced technology
airplanes and innovative training programs.
For example,  - high angle-of-attack maneuvering -  is included to provide a required alternative to  - approach to stalls -  for airplanes employing flight envelope protection
functions.
c. The tests in Table A3A, Operations
Tasks, and Table A3G, Instructor Operating
Station of this attachment, address the overall function and control of the simulator including the various simulated environmental
conditions; simulated airplane system operations (normal, abnormal, and emergency);
visual system displays; and special effects
necessary to meet flight crew training, evaluation, or flight experience requirements.
d. All simulated airplane systems functions will be assessed for normal and, where
appropriate, alternate operations. Normal,
abnormal, and emergency operations associated with a flight phase will be assessed during the evaluation of flight tasks or events
within that flight phase. Simulated airplane
systems are listed separately under  - Any
Flight Phase -  to ensure appropriate attention to systems checks. Operational navigation systems (including inertial navigation
systems, global positioning systems, or other
long-range systems) and the associated electronic display systems will be evaluated if
installed. The NSP pilot will include in his
report to the TPAA, the effect of the system
operation and any system limitation.
e. Simulators demonstrating a satisfactory
circling approach will be qualified for the
circling approach maneuver and may be approved for such use by the TPAA in the sponsor-s FAA-approved flight training program.
To be considered satisfactory, the circling
approach will be flown at maximum gross
weight for landing, with minimum visibility
for the airplane approach category, and must
allow proper alignment with a landing runway at least 90Section different from the instrument approach course while allowing the
pilot to keep an identifiable portion of the
airport in sight throughout the maneuver
(reference - 14 CFR 91.175(e)).
f. At the request of the TPAA, the NSPM
may assess a device to determine if it is capable of simulating certain training activities in a sponsor-s training program, such as
a portion of a Line Oriented Flight Training
(LOFT) scenario. Unless directly related to a
requirement for the qualification level, the
results of such an evaluation would not affect the qualification level of the simulator.
However, if the NSPM determines that the
simulator does not accurately simulate that
training activity, the simulator would not be
approved for that training activity.

g. The FAA intends to allow the use of
Class III airport models when the sponsor
provides the TPAA (or other regulatory authority) an appropriate analysis of the skills,
knowledge, and abilities (SKAs) necessary
for competent performance of the tasks in
which this particular media element is used.
The analysis should describe the ability of
the FFS/visual media to provide an adequate
environment in which the required SKAs are
satisfactorily performed and learned. The
analysis should also include the specific
media element, such as the airport model.
Additional sources of information on the
conduct of task and capability analysis may
be found on the FAA-s Advanced Qualification Program (AQP) Web site at: http://
www.faa.gov/educationlresearch/training/aqp/.
h. The TPAA may accept Class III airport
models without individual observation provided the sponsor provides the TPAA with an
acceptable description of the process for determining the acceptability of a specific airport model, outlines the conditions under
which such an airport model may be used,
and adequately describes what restrictions
will be applied to each resulting airport or
landing area model. Examples of situations
that may warrant ClasslIII model designation by the TPAA include the following:
(a) Training, testing, or checking on very
low visibility operations, including SMGCS
operations.
(b) Instrument operations training (including instrument takeoff, departure, arrival,
approach, and missed approach training,
testing, or checking) using - 
(i) A specific model that has been geographically  - moved -  to a different location
and aligned with an instrument procedure
for another airport.
(ii) A model that does not match changes
made at the real-world airport (or landing
area for helicopters) being modeled.
(iii) A model generated with an  - off-board - 
or an  - on-board -  model development tool
(by providing proper latitude/longitude reference; correct runway or landing area orientation, length, width, marking, and lighting information; and appropriate adjacent
taxiway location) to generate a facsimile of
a real world airport or landing area.
i. Previously qualified simulators with certain early generation Computer Generated
Image (CGI) visual systems, are limited by
the capability of the Image Generator or the
display system used. These systems are:
(1) Early CGI visual systems that are excepted from the requirement of including
runway numbers as a part of the specific
runway marking requirements are:
(a) Link NVS and DNVS.
(b) Novoview 2500 and 6000.
(c) FlightSafety VITAL series up to, and
including, VITAL III, but not beyond.
(d) Redifusion SP1, SP1T, and SP2.

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