kpayne on VMOFRWIN702 with $$_JOB

Federal Aviation Administration, DOT

Pt. 60, App. C

d. All simulated helicopter 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 helicopter 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 helicopter 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 NSP
Pilot may assess the simulator for a special
aspect of a sponsor-s training program during the functions and subjective portion of
an evaluation. Such an assessment may include a portion of a Line Oriented Flight
Training (LOFT) scenario or special emphasis 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 simulators 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 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 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 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 Class III model designation by the TPAA include the following:
(a) Training, testing, or checking on very
low visibility operations, including SMGCS
operations.
(b) Instrument operations training (including instrument takeoff, departure, arrival,
approach, and missed approach training,
testing, or checking) using - 
(i) A specific model that has been geographically  - moved -  to a different location
and aligned with an instrument procedure
for another airport.
(ii) A model that does not match changes
made at the real-world airport (or landing
area for helicopters) being modeled.
(iii) A model generated with an  - off-board - 
or an  - on-board -  model development tool
(by providing proper latitude/longitude reference; correct runway or landing area orientation, length, width, marking, and lighting information; and appropriate adjacent
taxiway location) to generate a facsimile of
a real world airport or landing area.
i. Previously qualified simulators with certain early generation Computer Generated
Image (CGI) visual systems, are limited by
the capability of the Image Generator or the
display system used. These systems are:
(1) Early CGI visual systems that are exempt 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 numbers unless the runway is used for LOFT
training sessions. These LOFT airport models require runway numbers, but only for the
specific runway end (one direction) used in
the LOFT session. The systems required to
display runway numbers only for LOFT
scenes are:
(a) FlightSafety VITAL IV.
(b) Redifusion SP3 and SP3T.
(c) Link-Miles Image II.
(3) The following list of previously qualified CGI and display systems are incapable of
generating blue lights. These systems are
not required to have accurate taxi-way edge
lighting are:
(a) Redifusion SP1 and SP1T.
(b) FlightSafety Vital IV.

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