Appendix B B.3.4.4 Displays must reflect the dynamic behavior of an actual aircraft (e.g., a VSI reading of 500 fpm must reflect a corresponding movement in altitude, and an increase in power must reflect an increase in the rpm indication or power indicator.)
B.3.5 Flight Dynamics Requirements.
B.3.5.1 Flight dynamics of the ATD should be comparable to the way the represented training aircraft performs and handles. However, there is no requirement for an ATD to have control loading to exactly replicate any particular aircraft.
B.3.5.2 Aircraft performance parameters (such as maximum speed, cruise speed, stall speed, maximum climb rate, and hovering/sideward/forward/rearward flight) should be comparable to the aircraft being represented. A performance table will need to be included in the QAG for each aircraft configuration for sea level and 5,000 feet using standard atmosphere and gross weight conditions. An alternate performance altitude for 6,000 feet can be used if the manufacturer of that aircraft has a performance chart reflecting that altitude;
otherwise the ATD manufacturer will need to interpolate the performance for the chart. Performance at altitude for turboprop or turbojet configurations should reflect 18,000 ft.
Table B-1. Sample Airplane Performance Table Aircraft Model Vso Vs1 Vx Vy Va Vne Vmc KTAS at Cruise at 75% power setting Rate of climb (fpm) at best rate (Vy), at full power or as recommended Single Engine Climb rate (at Vyse) C172S N/A SL SL SL N/A 6,000 feet→ N/A PA28 N/A SL SL SL N/A 6,000 feet→ N/A BE58 SL SL SL 6,000 feet→ B-7
Appendix B Table B-2. Sample Helicopter Performance Table Helicopter Model Power setting required to lift off, standard day at gross weight KTAS at Cruise at 75% power setting Rate of climb (fpm) at best rate at full power or as recommended Single Engine Climb rate R22 SL SL SL SL N/A 6K N/A R44 SL SL SL SL N/A 6K N/A EC135 SL SL SL SL 6K Note: Use standard atmosphere and gross weight conditions for these performance tables.
B.3.5.3 Aircraft vertical lift component must change as a function of bank comparable to the way the aircraft being represented performs and handles.
B.3.5.4 Changes in flap setting, slat setting, gear position, collective control, or cyclic control must be accompanied by changes in flight dynamics comparable to the way the M/M of aircraft represented performs and handles.
B.3.5.5 The presence and intensity of wind and turbulence must be reflected in the handling and performance qualities of the simulated aircraft and should be comparable to the way the aircraft represented performs and handles.
B.3.6 Instructor Management Requirements.
B.3.6.1 The instructor must be able to pause the system at any time during the training simulation for the purpose of administering instruction or procedural recommendations.
B.3.6.2 If a training session begins with the “aircraft in the air” and ready for the performance of a particular procedural task, the instructor must be able to manipulate the following system parameters independently of the simulation:
• Aircraft geographic location,
• Aircraft heading,
• Aircraft airspeed,
• Aircraft altitude, and
• Wind direction, speed, and turbulence.
B-8
Appendix B B.3.6.3 The system must be capable of recording both a horizontal and vertical track of aircraft movement during the entire training session for later playback and review.
B.3.6.4 The instructor must be able to disable any of the instruments prior to or during a training session and be able to simulate failure of any of the instruments without stopping or freezing the simulation to affect the failure. This includes simulated engine failures and the following aircraft systems failures:
alternator or generator, vacuum or pressure pump, pitot static, electronic flight displays, or landing gear or flaps, as appropriate.
B.3.6.5 The ATD must have at least a navigational area database that is local (25 nautical miles (NM)) to the training facility to allow reinforcement of procedures learned during actual flight in that area. All navigational data must be based on procedures as published per 14 CFR part 97.
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Appendix C AP PENDIX C. ADVANCED AVIATION TRAINING DEVICE (AATD)
REQUIREMENTS C.
1 Purpose. This appendix describes how the FAA will evaluate an AATD for approval and authorized use. A BATD incorporating the additional specific advanced design simulation criteria will be evaluated for approval as an AATD on the basis of meeting or exceeding the additional criteria outlined in this appendix.
C.2 Authorized Use. Except for specific aircraft type training and testing, an AATD may be approved and authorized for use in accomplishing certain required tasks, maneuvers, or procedures as applicable under 14 CFR parts 61 and 141. The FAA will specify the allowable credit in the AATD LOA for private pilot, instrument rating, instrument recency of experience, IPC, commercial pilot, and ATP.
Note 1: The flight experience allowance for the use of an AATD and the flight experience allowance for a flight training device (FTD) or a flight simulator towards obtaining an instrument rating may be combined. However, that combination may not exceed that allowed under part 61, § 61.65 and may not exceed that allowed under part 141 appendix C, paragraph 4(b)(4) (50 percent maximum of the required training).
Note 2: A part 141 certificated pilot school must obtain a specific authorization for the use of the ATD as part of that pilot school’s approved TCO. This authorization must come from the FAA FSDO assigned to that pilot school.
C.3 AATD Design Criteria. Devices presented for approval as an AATD must first meet or exceed the requirements for BATD approval criteria contained in Appendix B, Basic Aviation Training Device (BATD) Requirements. An AATD must display sufficient aircraft cockpit design, ergonomic features, and performance characteristics beyond that of the BATD approval criteria to qualify for the authorized uses appropriate for the AATD simulation devices. Since it is highly desirable for the pilot to be mentally immersed in a realistic aircraft cockpit when using an AATD, design features must significantly exceed those of a BATD cockpit layout.
C.3.1 An AATD must include the following additional features and components:
C.3.1.1 A realistic shrouded (enclosed) or unshrouded (open) cockpit design and instrument panel arrangement representing a specific model aircraft cockpit.
C.3.1.2 Cockpit knobs, system controls, switches, and/or switch panels in realistic sizes and design appropriate to each intended functions, in the proper position and distance from the pilot’s seated position, and representative of the category and class of aircraft being represented.
C.3.1.3 Primary flight and navigation instruments appropriately sized and properly arranged that exhibit neither stepping nor excessive transport delay.
C.3.1.4 Digital avionics panel.
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Appendix C C.3.1.5 GPS navigator with moving map display.
C.3.1.6 Two-axis autopilot, and, as appropriate, a flight director (FD). This is only required when an autopilot is original standard equipment from the aircraft manufacturer.
C.3.1.7 Pitch trim (manual or electric pitch trim) permitting indicator movement either electrically or analog in an acceptable trim ratio (airplane only).
C.3.1.8 An independent visual system, panel, or screen that provides realistic cues in both day and night VFR and IFR meteorological conditions to enhance a pilot’s visual orientation in the vicinity of an airport including:
• Adjustable visibility parameters; and
• Adjustable ceiling parameters.
C.3.1.9 A fixed pilot seat appropriate to the aircraft configuration, including an adjustable height and an adjustable forward and aft seat position.
C.3.1.10 Rudder pedals secured to the cockpit floor structure, or that can be physically secured to the floor beneath the device in proper relation to cockpit orientation.
C.3.1.11 Push-to-talk switch on the control yoke.
C.3.1.12 A separate instructor station to permit effective interaction without interrupting the flight in overseeing the pilot’s horizontal and vertical flight profiles in real time and space. This must include the ability to:
1. Oversee tracks along published airways, holding entries and patterns, and LOC and GS alignment/deviation (or other approaches with a horizontal and vertical track).
2. Function as air traffic control (ATC) in providing vectors, etc., change in weather conditions, ceilings, visibilities, wind speed and direction, light/moderate/severe turbulence, and icing conditions.
3. Invoke failures in navigation and instruments, radio receivers, landing gear and flaps, engine power (partial and total), and other aircraft systems (pitot, electric, static, etc.) by using either a keyboard or mouse.
C.3.2 The following features and components are not required for the FAA’s approval of an AATD, but are encouraged:
C.3.2.1 Multi-panel or wrap-around visual system providing a 120 degrees or more of horizontal vision.
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Appendix C C.3.2.2 Automated ATC communications, scenario-based training (SBT), or line-oriented type training in which the instructor can evaluate pilot performance without having to act as ATC.
C.3.2.3 Simulated loss of performance and aerodynamic changes from ice accretion.
C.3.2.4 Realistic aircraft engine sound appropriate to the aircraft configuration, power settings, and speed.
C.3.2.5 A magnetic compass with incremental markings each 5 degrees, that displays the proper lead or lag during turns, and displays incremental markings typical of that shown in the aircraft.
Note: The FAA will allow touch screen functionality to be used in an ATD for those functions or tasks executed in an aircraft that are simple push-button actions (or similar) to replicate similar actions on the instrument panel or flight deck, to control aircraft systems or avionics.
However, for actions that require a twisting or turning action of a physical knob, and/or require a gripping or pulling action of a physical lever or handle to actuate a system in the aircraft, the trainer must have a similar physical knob/lever/handle representation in the AATD.
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Appendix D AP PENDIX D. TRAINING CONTENT AND LOGGING PROVISIONS D.
1 Integrated Training Curriculum.
D.1.1 This is a curriculum that can use an Aviation Training Device (ATD) for flight tasks where an instructor teaches the required knowledge in the classroom and then follows with procedural training. For example, in an integrated ground and flight instrument training curriculum, an authorized instructor teaches the required knowledge for an instrument landing system (ILS) approach through ground and classroom training.
The instructor adds flight procedures in the ground training environment. After the student has gained the required knowledge and understands the procedures, the instructor then adds practicing the psychomotor skills of the task. The instructor may do this by providing a simulated flight environment in a specifically approved ATD, flight training device (FTD), or full flight simulator (FFS). When the student becomes proficient with the instrument procedure in the training device, then the instruction would transition to the aircraft to verify proficiency.
D.1.2 The FAA recommends that an instructor who intends to use an ATD for training pilot candidates obtain documented advanced training from the manufacturer (or person proficient with its use) on all aspects of the training device operation. This indoctrination should include a complete review of the available databases, aircraft configurations, systems review (avionics and aircraft systems and performance), weather simulations, systems failure capabilities, instructor station use, and support available from the manufacturer. This would be similar to someone becoming familiar and proficient in a new aircraft as described for transition or differences training.
Note: The FAA recommends that instructors use an ATD in an integrated training curriculum because of the benefits that a structured training course provides.
D.2 Course Content. The FAA expects the instrument tasks below to be incorporated into an integrated ground and flight training curriculum in which an ATD is used. Procedural training for visual flight rules (VFR) operations can also be included in a syllabus or training course outline (TCO) for primary flight training. Procedural tasks might include traffic pattern operations, navigation, slow flight and stalls, control and maneuvering of an aircraft solely by reference to instruments, and emergency operations. Preparation for a flight review could also be incorporated. Training should include FAA-approved TCOs for 14 CFR part 141 flight schools and FAA/Industry Training Standards (FITS). These training tasks would be taught to the proficiency requirements of the certification standards appropriate for the pilot certificate or privilege sought.
D.2.1 Flight by Reference to Instruments.
• Basic attitude flying;
• Straight and level flight;
• Change of airspeed;
• Constant airspeed climbs;
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Appendix D
• Constant airspeed descents;
• Constant rate climbs;
• Constant rate descents;
• Level turns, including standard rate turns;
• Climbing turns;
• Descending turns; and
• Steep turns.
D.2.2 Abnormal and Emergency Procedures.
• Partial panel;
• Timed turns;
• Compass turns and associated errors (if installed);
• Instrument failures;
• Automation failures (primary flight display (PFD), Global Positioning System (GPS) navigation, systems management, etc.);
• Flight automation failures (such as autopilot failure) including recovery from potential loss of control;
• Encountering unexpected weather conditions;
• Electrical, systems or equipment failures;
• Procedures for turbulence;
• Loss of control procedures (due to weather radar (WX) conditions, equipment failure, flight automation, etc.);
• Unusual attitude recovery;
• Engine failure(s) (partial or complete); and
• Hydraulic or boost failures.
D.2.3 Radio Navigation Procedures.
• Use of very high frequency omni-directional range (VOR), Localizer (LOC), ILS, and Area Navigation (RNAV) including GPS;
• Holding patterns (VOR, ILS, LOC, GPS, Intersection, and waypoints (WPT));
• Use of distance measuring equipment (DME);
• Use of automatic direction finder (ADF)/non-directional radio beacon (NDB) (optional); and
• Use of autopilot/flight director (FD) (optional).
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Appendix D D.2.4 Instrument Approach Procedures (IAP).
D.2.4.1 Precision:
• ILS,
• Wide area augmentation system (WAAS) with vertical navigation (VNAV) (optional), and
• GPS Landing System (GLS).
D.2.4.2 Nonprecision:
• VOR,
• LOC,
• RNAV (including GPS),
• WAAS (optional),
• ADF/NDB (optional),
• ILS/LOC back course (LOC BC), and
• Missed Approach Procedures (MAP) for all of the procedures above.
D.2.5 Communications Procedures.
• Air traffic control (ATC) clearances;
• Taxi clearance and instructions (emphasis on runway incursion prevention);
• Departure clearance (DCL);
• En route clearances;
• Holding instructions;
• Arrival clearances;
• Missed approach instructions and clearances;
• Radio advisories and warnings;
• Automatic Terminal Information Service (ATIS) and common traffic advisory frequency (CTAF); and
• Significant meteorological information (SIGMET), Airmen’s Meteorological Information (AIRMET), Notices to Airmen (NOTAM), Flight Service Station (FSS), communications, and flight plan changes.
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Appendix D D.2.6 Cross-Country Procedures.
• Departure,
• En route,
• Diversion to alternate,
• Arrival, and
• MAPs.
Note: Training requirements for pilot certification that require cross-country, solo, night, or takeoff and landings cannot be accomplished in ATDs. Some training requirements specify that they must be accomplished in an aircraft.
For example, the 3 hours of control and maneuvering of an airplane solely by reference to instruments described in 14 CFR part 61, § 61.109(a)(3) for a private pilot must be accomplished in a single-engine airplane. Authorized instructors may teach such maneuvers and tasks in an FAA-approved training device (to the Airman Certification Standards (ACS)), and then transition to the aircraft for those same maneuvers and tasks necessary to meet the aeronautical experience requirements required for pilot certification.
D.3 Logging Training Time and Experience. Authorized instructors utilizing an FAA-approved ATD for airmen training, pilot time, and experience requirements are required to log the time as dual instruction and as basic aviation training device (BATD) or advanced aviation training device (AATD) time appropriately. Any columns that reference flight time should remain blank when logging ATD time. ATD time can only be logged as Instruction Received (Dual), Instrument Time, or Total Time as reflected on the pilot time section of FAA Form 8710-1, Airman Certificate and/or Rating Application. Simulated instrument time can be logged in an ATD, but only during the time when the visual component of the training session is configured for instrument meteorological conditions (IMC) and the pilot is maintaining control solely by reference to the flight instruments. Logging time in this fashion will allow a pilot to credit this time towards the aeronautical experience and instrument experience requirements as specified in part 61 or part 141. It is required under § 61.51(b)(1)(iv) that the type and identification of the ATD be included when logging pilot time as described in the letter of authorization (LOA). It is the responsibility of the flight instructor, student, or certificated pilot to verify the device is qualified and approved for training or experience requirements. It would be appropriate for the person using the ATD to retain a copy of the LOA. Evaluators such as Designated Pilot Examiners (DPE) are instructed to request a copy of the LOA from applicants logging ATD pilot time, to verify the time acquired in the trainer qualifies for the minimum experience requirements for a certificate or rating.
Note: There are no restrictions on the amount of training accomplished and logged in training devices. However, the regulatory limitations on maximum credit allowed for the minimum pilot certification requirements are specified by parts 61 and 141 and in the LOA. No approvals or authorizations are provided for aircraft type ratings using ATDs.
D-4
Appendix D D.4 Reporting ATD Use and Training Data. Pilot schools, flight instructors, and owners using an FAA-approved ATD for airmen training or experience requirements are requested to notify the General Aviation and Commercial Division annually that would include the information listed below. This information is voluntary and will be used to continually validate the authorized use of the ATD and to determine whether additional uses or regulatory amendments are necessary. The information provided should be sent to atdrecords@faa.gov. The letter should contain:
• The name, address, and phone number of the individual, organization, and pilot school certificate number (if applicable) providing the training or experience;
• Address and location of the ATD;
• The courses for pilot certification in which the ATD will be used;
• The make and model (M/M) of the ATD being used for training and the LOA expiration date,
• Notice of sale, change of location, or discontinued use of the ATD; and
• Any information considered helpful in determining the level of effectiveness of the device.
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Appendix E AP PENDIX E. EVALUATION AND SUBJECTIVE TEST CRITERIA E .1 General Requirements and Evaluation.
E.1.1 Devices eligible as an Aviation Training Device (ATD) must conform to an acceptable aircraft cockpit configuration and instrument panel design. (See Appendix B, Basic Aviation Training Device (BATD) Requirements, and Appendix C, Advanced Aviation Training Device (AATD) Requirements.) The simulated systems and subsystems should be able to perform operational functions and performance maneuvers that closely mimic the represented aircraft. Specific attention should be given to ergonomic and human factors.
E.1.2 ATDs must be designed to readily facilitate training, practice, and improving piloting skills. This should include both the procedural and operational performance tasks specified in the Airman Certification Standards (ACS). The criteria listed in Appendices B and C and the checklist shown in Table E-1 below will be used to determine whether the design and performance of the training device qualifies for FAA approval as an ATD. The FAA will use the following checklist during the evaluation of an ATD and must be included in the Qualification and Approval Guide (QAG):
Table E-1. Procedures and Tasks Test Checklist Maneuvers and Tasks Yes/No/NA
a) Pretakeoff
1) Engine start
2) Taxi and brake operation
b) Takeoff
1) AIRPLANE Takeoff
i) Run-up and powerplant checks ii) Acceleration characteristics iii) Nosewheel and rudder steering iv) Effect of crosswind
v) Instrument vi) Landing gear, wing flap operation
2) HELICOPTER Takeoff
i) Powerplant checks ii) From hover iii) From ground E-1