387 

Federal Aviation Administration, DOT 

Pt. 60, App. C 

d. All simulated helicopter 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 heli-
copter systems are listed separately under 
‘‘Any Flight Phase’’ to ensure appropriate 
attention to systems checks. Operational 
navigation systems (including inertial navi-
gation systems, global positioning systems, 
or other long-range systems) and the associ-
ated electronic display systems will be eval-
uated 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 helicopter approach category, and 
must allow proper alignment with a landing 
runway 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 NSP 

Pilot may assess the simulator for a special 
aspect of a sponsor’s training program dur-
ing the functions and subjective portion of 
an evaluation. Such an assessment may in-
clude a portion of a Line Oriented Flight 
Training (LOFT) scenario or special empha-
sis items in the sponsor’s training program. 
Unless directly related to a requirement for 
the qualification level, the results of such an 
evaluation would not affect the qualification 
of the simulator. 

g. This appendix addresses helicopter sim-

ulators at Levels B, C, and D because there 
are no Level A Helicopter simulators. 

h. The FAA intends to allow the use of 

Class III airport models on a limited basis 
when the sponsor provides the TPAA (or 
other regulatory authority) an appropriate 
analysis of the skills, knowledge, and abili-
ties (SKAs) necessary for competent per-
formance of the tasks in which this par-
ticular 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 satisfac-
torily performed and learned. The analysis 
should also include the specific media ele-
ment, such as the visual scene or airport 
model. Additional sources of information on 
the conduct of task and capability analysis 
may be found on the FAA’s Advanced Quali-
fication 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 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-

empt from the necessity of including runway 
numbers as a part of the specific runway 
marking requirements are: 

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

including, VITAL III, but not beyond. 

(d) Redifusion SP1, SP1T, and SP2. 
(2) Early CGI visual systems are excepted 

from the necessity of including runway num-
bers unless the runway is used for LOFT 
training sessions. These LOFT airport mod-
els require runway numbers, but only for the 
specific runway end (one direction) used in 
the LOFT session. The systems required to 
display runway numbers only for LOFT 
scenes are: 

(a) FlightSafety VITAL IV. 
(b) Redifusion SP3 and SP3T. 
(c) Link-Miles Image II. 
(3) The following list of previously quali-

fied CGI and display systems are incapable of 
generating blue lights. These systems are 
not required to have accurate taxi-way edge 
lighting are: 

(a) Redifusion SP1 and SP1T. 
(b) FlightSafety Vital IV. 

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