By: Bill Greene and Don Malone Date: October 20, 2009 Federal Aviation Administration Federal Aviation Administration Part 60 Briefing Fall 2009 TCPM/PPM Job Functions and Standardization Conference Federal Aviation Administration

2 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Part 60 What is it? It is a replacement for the Advisory Circular method of regulating Flight Simulation qualification criteria in the US. In its current form, it is harmonized with the European, JAA document, JAR-STD-1A, Amendment 3. We have noticed errors and inconsistencies that will be corrected with “Change 2.” Change 2 is likely to be issued to incorporate the current update to ICAO Document 9625.

3 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Part 60 What it is not? It does not provide an approval of training, testing, or checking programs. It does not provide a suggestion as to what tasks should or should not be included in an FAA- approved training program. It is not a basis for usurping the authority of a POI or TCPM. It is not a “gotcha” mechanism for highlighting nit- picking issues.

4 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Part 60 How is it set up? It has a body and 6 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 System. Appendix F, Definitions and Abbreviations.

5 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Part 60 How is it set up? Each of the first 4 appendices are divided as follows: 1. Table of Contents. 2. An Introduction. 3. Additional material, listed by rule section number. a. Provides further insight to the regulatory requirement – QPS Requirement is regulatory; b. Provides further information about the regulatory requirement – Information is NOT regulatory. 4. Attachments. (very important reading material)

6 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Part 60 How is it set up? The Attachments for the first 4 Appendices are as follows: 1. General FSTD Requirements. 2. FSTD Objective Tests. 3. FSTD Subjective Tests. 4. Sample Documents. 5. Simulator Qualification Requirements for Windshear. (Appendix A Only) 6. FSTD Directives Applicable to Aircraft FSTD.

7 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Part 60 Airport Models Definitions are important! Class I: 1. Class I: whether modeling real world or fictional airports (landing area) are those that meet the requirements in Table A3B or C3B, are evaluated by the NSPM, and are listed in the SOQ. Are applicable ONLY to simulators qualified under Part 60. Simulators qualified prior to Part 60 require 1 or 3 airport models. They are qualification airport models and serve the same purpose (qualification of the simulator at a stated level), but are not required to meet the criteria of a Class I airport model described in Part 60. Class II: 2. Class II: whether modeling real world or fictional airports (or landing areas) are those that are in excess of those models used for simulator qualification at the specified level, and meet the requirements in Table A3C or C3C.

8 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Part 60 Airport Models Fictional airport: 4. Fictional airport: a visual model of an airport that is a collection of “non-real world” terrain, instrument approach procedures, navigation aids, maps, and visual modeling detail sufficient to enable completion of an ATPC or Type Rating check. Class III: 3. Class III: a special class of airport model (or landing areas) used for specific purposes, that may be incomplete or inaccurate, that have appropriate limitations applied, and require FAA approval for use. Gate clutter: 5. Gate clutter: static or moving ground traffic presented to pose a potential conflict with the simulated aircraft during ground operations around the point where the simulated airplane is to be parked between flights.

9 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Part 60 Airport Models Generic airport model: 6. Generic airport model: a Class III airport model that combines correct navigation aids for the real-world airport with a visual representation that does not depict that same airport – with appropriate limitations applied. Example: the DFW airport model placed at the geographic location of the ORL airport with a runway properly aligned for ORL and visibility restricted to prevent identification as DFW. Identification: 7. Identification: the pilot must be able to identify Class I and Class II airport models from a distance based on the layout of the airport (buildings, runways, taxiways, and ramps). Runways may be rectangular light strings or simple rectangular concrete sections; however, only one runway must be designated as “in-use” – requiring appropriate lighting, markings, and navigation aids.

10 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Runway: 10. Runway: a one-direction surface used for taking off or landing. Each “piece of concrete” provides two (2) runways; one (1) in each direction. For “in-use” purposes, only one (1) direction is required. Note: Note: Class I functional test requirements for Levels C and D are not required for Class II airport models. Details beyond the capability of the currently installed visual system are not required. Part 60 Airport Models Real-world airport: 9. Real-world airport: a computer generated visual depiction of an existing airport. “In-use” runway: 8. “In-use” runway: the runway that is currently selected, able to be used for takeoffs and landings, and has the surface markings and lighting required by appropriate Table in Part 60; also known as “the active runway. ” Not necessarily ALL runways at an airport must be “in-use.”

11 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Part 60 Airport Models Taxi routes: 11. Taxi routes: part 60 requires each Class I and Class II airport model to have one (1) “primary” taxi route from parking to the runway end for each “in-use” runway, to provide taxi from parking to the runway end or taxi from the runway end to parking. This taxi route may be as complex or as simple as desired, and for models with multiple “in- use” runways, these taxi routes may be combined or extended as the geometry of the airport allows. (added in response to public comment recommendation received for Part 60, Change 1)

12 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Part 60 Airport Models Update requirement: 12. Update requirement: a. For a new runway, a runway extension, a new taxiway, a taxiway extension, or a runway or taxiway closure – within 90 days of the opening for use of the new runway, runway extension, new taxiway, or taxiway extension; or within 90 days of the closure of the runway or taxiway. b. For a new or modified approach light system – within 45 days of the activation of the new or modified approach light system. c. For other facility or structural changes on the airport (e.g., new terminal, relocation of Air Traffic Control Tower) – within 180 days of the opening of the new or changed facility or structure.

13 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Part 60 SOQ The Statement of Qualification consists of … Statement of Qualification – Certificate with expiration date. Statement of Qualification – Configuration List. Statement of Qualification – List of Qualified Tasks. The SOQ The SOQ … Must be made available to users at the FSTD – on board or within close proximity to the boarding point of the FSTD. May be electronic, provided facilities are provided to gain access to the complete document. and is to be issued to sponsors upon qualification of their FSTD. (required by Part 60 beginning in 2014)

14 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Part 60 FTDs Different Requirements? FAR Part 60 made it clear that the NSPM is responsible for all FSTDs – and that includes Level 4 and 5 FTDs. The NSPM maintains a database of all FFS and FTD, but not all level 4 and 5 FTDs that exist are recorded in that database. Under Part 60 they need to be so that a Statement of Qualification (SOQ) Certificate can be issued by the NSP. POIs and TCPMs have evaluated Level 4 and Level 5 FTDs, and the NSPM is expecting to continue that practice but also be the ‘record keeper’. New Levels 4 and 5 FTD can be qualified with the assistance of the NSP if requested by the TCPM or POI, or can be evaluated without the NSP involvement.

15 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Part 60 FTDs FSTD Sponsors must contact the NSPM to obtain an Identification Number and Statement of Qualification for older FTDs. The NSP will issue an SOQ Certificate upon receipt of an FSTD Preliminary Statement of Qualification Configuration List (NSP form T001A) and evidence of a current successful evaluation or qualification, preferably an FSTD Evaluation Report (NSP form T002). For Continuing Qualification SOQ Certificates to be issued, the NSP will need evidence of a successful evaluation, preferably via a form T002.

16 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Part 60 FTDs Form T002, Evaluation Report, provides a means to report Missing, Malfunctioning, or Inoperative components (MMI). Form T002, Evaluation Report, provides a means to report Missing, Malfunctioning, or Inoperative components (MMI). Form T001A, FSTD SOQ Configuration and Task List, provides a means for the NSP or TPAA to identify the flight training tasks for which the FSTD has been qualified for use.

17 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Part 60 MMI Missing, Malfunctioning, or Inoperative Components An MMI component is a missing, malfunctioning, or inoperative component of the FSTD that is “required to be present and correctly operate for the satisfactory completion of that maneuver, procedure, or task.” In Appendices A through D, information language is found that clarifies that it is the responsibility of the instructor, check airman, or representative of the administrator conducting training, testing, or checking to exercise reasonable and prudent judgment to determine whether an MMI component is necessary for a particular maneuver, procedure, or task.

18 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Part 60 MMI A discrepancy is “reportable” … IF A discrepancy is “reportable” … IF… 1. Does the discrepancy affect or require a change to the FSTD Statement of Qualification (SOQ)? 2. Does the discrepancy affect the performance or handling qualities of the FSTD? 3. Does the discrepancy affect the accomplishment of training, checking, or testing tasks in the FSTD in accordance with the FAA approved training program(s) being conducted in the FSTD? Number 1, 2, or 3 are answered “yes”... … AND … The repair or replacement of the MMI component will take longer than 30 days. For further information, see NSPM Guidance Bulletin

19 Federal Aviation Administration Fall 2009 TCPM/PPM Conference October 20, 2009 Part 60 Any additional question or comment may be addressed to the National Simulator Program at the following contact… Telephone: NSP Duty Officer at: or