Appendix A A.2.5 Revised QAG Requirement.
A.2.5.1 A manufacturer or operator who modifies an ATD in any manner must submit a revised QAG to the General Aviation and Commercial Division for evaluation and approval. The manufacturer must also submit a new application letter summarizing the changes that are reflected in the revised QAG. This ensures that the standards of the approval are maintained, including model identification, design, system integrity, aerodynamic modeling, and other essential characteristics of the hardware/software components.
A.2.5.2 The requirement to submit a revised QAG does not preclude minor changes that have only minimal effect on the functional capability of the ATD, such as new processors, new visual panels, software updates, etc. However, if the change affects the interface with the operator such as new avionics equipment or a physical panel change, that would require FAA evaluation and approval.
The manufacturer should contact the General Aviation and Commercial Division if there is any question as to what constitutes a minor change.
Further, it does not preclude changes limited to specific hardware/software “mix and match” elements that are clearly identified in an approved revision to a QAG for the specific device developed by the manufacturer that provides an optional ATD model configuration.
A.3 Process Overview. The manufacturers of a BATD or AATD are encouraged to incorporate the most advanced simulation technology and design available to represent category, class, and make and model (M/M) of aircraft. Manufacturers must provide the General Aviation and Commercial Division with a detailed QAG describing the design and capability of the ATD.
A.3.1 Each manufacturer ensures that all ground and flight performance attributes required by this publication are met by performing the maneuvers, procedures, and operational training tasks applicable to the ATD in advance of any requests for evaluation and approval. The ATD should be fully functional prior to the initial application requesting an evaluation.
A.3.2 The manufacturer then provides the QAG, an operations manual, and application letter requesting FAA evaluation and approval of their ATD at least 90 days (120 days is recommended) in advance of any proposed use for pilot training or experience requirements (see Appendix E, Figure E-1, Example Application Letter Requesting Evaluation). A video of the ATD performing all of the required training device checklist items will also be required and submitted to General Aviation and Commercial Division in advance of the operational evaluation (see Table E-1). This will provide the FAA and the manufacturer an opportunity to verify all of the functional criteria of the ATD before the official evaluation.
A.3.3 The General Aviation and Commercial Division will conduct a review of the required QAG document and video, and the FAA will conduct an operational evaluation of the A-3
Appendix A ATD for consideration and approval. If the evaluation is successful, the General Aviation and Commercial Division will provide a letter of authorization (LOA) approval of the ATD model for use under the applicable rules in parts 61 and 141.
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4 Approval and Acceptance of an ATD.
A.4.1 The FAA approves each configuration of an ATD. The approval will be valid for all aircraft configurations that are listed in the QAG for that specific model.
A.4.2 The FAA may provide a new approval based on a previously issued LOA if the device meets the criteria for a basic or advanced ATD.
A.4.3 To request FAA approval of an ATD, manufacturers should send the application letter (see Figure E-1) with an accompanying QAG and operations manual requesting evaluation to:
• 9-AFS-800-Correspondence@faa.gov. Send request with documents attached in word text format (preferred), or
• FAA Flight Standards Service, General Aviation and Commercial Division, Airmen Certification and Training Branch (AFS-810), 800 Independence Avenue, S.W., Washington, DC 20591.
A.4.4 The request for approval must include a separate QAG that:
A.4.4.1 Contains a detailed list and description of all the hardware and software components that makes up the training device presented for approval. This list must include any optional equipment or features. The description of the hardware and software components must include the manufacturer, model, and version number of each component, or any other information necessary to correctly identify each component or feature.
A.4.4.2 Contain a word-for-word listing of each title, number, and letter item listed in Appendix B for a BATD, and additionally the items listed in Appendix C for an AATD approval, and state the following information for each item.
1. The operation or role of the item as appropriate to the aircraft being represented.
2. The value for each requirement that either meets or exceeds the minimum specified for that item or criteria.
3. If the aircraft represented does not have the referenced item by design, report it as follows: “Carburetor Heat-N/A, Cowl Flaps-N/A,” or “Retractable Landing Gear-N/A.”
4. A performance chart for the aircraft configurations (M/M) represented must be included in the QAG, appropriate to the airplane or helicopter configuration. Performance should be specified for sea level and 6,000 ft mean sea level (MSL) at A-4
Appendix A gross weight. The QAG must contain color photographs of the assembled unit in any of the configurations available.
The photographs must clearly show the overall component arrangement, features, ergonomics, and operational role of each hardware control or display item listed for the aircraft being represented.
A.4.5 The requirements specified for the QAG are necessary so the FAA can determine the acceptability of a device as an ATD by conducting a comprehensive in-office evaluation and review of the QAG. The ATD must appropriately represent the aircraft cockpit instrument panel design, flight controls, radio and navigation equipment, panels, switches, systems, and other controls and be readily identifiable in the QAG.
A.4.6 If the review is acceptable, the Airman Certification and Training Branch will preliminarily approve the QAG and schedule an operational evaluation. Approval of the QAG in itself is not an authorization to use the device for pilot training or experience.
The operational evaluation can be conducted at the manufacturer’s facility or at any location agreeable to the manufacturer and the FAA. The evaluation will stress typical flight training scenarios and tasks, verify adherence to criteria stated for each item required by this document, determine the acceptability of the device’s use for flight instruction in the procedural tasks listed in Appendix D, Training Content and Logging Provisions, and determine if the operating instructions for the trainer are adequate.
A.4.6.1 If the operational evaluation is acceptable, the FAA will approve the QAG for the ATD configurations listed, and provide a LOA to the manufacturer.
A.4.6.2 If the operational evaluation is unacceptable, the FAA will advise the applicant of the changes or corrections necessary for the FAA’s reconsideration. If necessary, the FAA will conduct a followup functional evaluation.
A.4.6.3 If the FAA evaluates a revision to the QAG that was previously approved, the FAA may require another functional evaluation of the ATD trainer.
A.4.7 When the FAA finds the QAG acceptable and issues an LOA that approves use of the device as an ATD, the manufacturer must ensure that all ATDs manufactured in that configuration are identical and otherwise continue to meet the criteria stated in the associated FAA-approved QAG, or approved revision to that QAG.
A.4.8 The ATD manufacturer must include copies of the following documents with each ATD manufactured and delivered under an approved QAG:
• A copy of the FAA LOA approving use of the ATD;
• A copy of the FAA-approved QAG for all aircraft configuration(s) represented;
• Performance information for the aircraft configurations being represented; and
• A copy or reference to this AC (recommended).
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Appendix A A.4.9 As noted in the contingencies of the LOA, an ATD may not be used for training and experience unless the LOA and QAG accompany the trainer and are accessible for viewing. It is acceptable for these documents to be available electronically.
A.4.10 A manufacturer or operator who changes an ATD design must send a revised QAG to the FAA for a new approval. As noted in the contingencies of the LOA, any changes made to the ATD without FAA review may terminate the approval.
A.4.11 ATDs may be used without further approval per the allowances specified in the LOA for pilot training that is not conducted under part 141. However, such pilot training operations should follow the information provided in Appendix D when using an ATD.
The FAA may approve an ATD in a training course outline (TCO) for use by a part 141 certificated pilot school as outlined in paragraph A.9. The FAA may withdraw its acceptance and approval of any device for any type of pilot training or experience if the device no longer maintains the ATD criteria specified in this AC.
A.4.12 For those trainers with an LOA that will expire within 120 days, the manufacturer can apply for a new LOA. The manufacturer will need to reapply for FAA approval, to include the submission of an application letter and QAG verifying that the trainer model still meets the current criteria identified in this AC for ATD approvals.
A.5 Previously Approved Devices. All previous approvals for ground trainers, simulators (except for FFS Level A–D and FTD Levels 4–7), FTDs Level 1–3, personal computer-based aviation training devices (PCATD), and ATDs with authorizations that were either not issued by the General Aviation and Commercial Division or do not contain an expiration date have been terminated as described in Federal Register (FR) Docket No. FAA-2013-0809. The manufacturer or operator can submit for a new approval as described in this AC.
A.5.1 The FAA expects that in most cases the manufacturer of a previously approved device will submit a request for a new approval, and that the request should contain all of the information required by the appropriate appendixes in this AC. However, it is understood that in some cases an operator (other than the manufacturer) will seek approval for a device, and may not be able to obtain all of the technical information pertaining to the device.
A.5.2 In this instance, the applicant should provide as much data as possible and should include a copy of the previous LOA(s). The FAA will make a determination as to whether or not the device can be approved as either a BATD or an AATD based on the information submitted by the applicant. The application will be evaluated under the current criteria listed in this AC. The FAA will have the discretion to deny approval of any training device if insufficient data is received, or if the training device significantly deviates from the standards listed in this AC.
A.6 Compatibility of Software and Hardware Components.
A.6.1 An approved ATD consists primarily of two major components: software (programming) and hardware (central processor, monitor or display, appropriate aircraft systems, flight A-6
Appendix A and power controls, avionics, etc.). The software and hardware components must be compatible. Hardware and software compatibility is assured when the hardware manufacturer and the software developer work in close cooperation to develop the correct union of inputs for the ATD.
A.6.2 In some cases, the hardware manufacturer and the software developer do not work together in developing the ATD. Instead, the software is “licensed for use” to the ATD manufacturer and incorporated into the training device. In these cases, the manufacturer must identify the software used and attest in the QAG that all hardware components are compatible with the software used for the ATD construction.
A.7 Manufacturer Responsibilities. Manufacturers of ATDs are responsible for assuring acceptable design and providing all the required FAA documentation for each model they produce when authorized for airmen training and experience requirements. This would include any new or revised LOAs and QAGs that apply to the approved training device.
The manufacturer should provide the current LOA, the FAA-approved QAG, and a copy of this AC to the person or persons that purchase and use their ATD for pilot training and experience. This would also include informing the user of the request to notify the General Aviation and Commercial Division of the intended use as specified in Appendix D, paragraph D.4.
A.8 Approval of ATD for Use Under Part 61. To be approved for use for pilot training and experience requirements under part 61, an ATD should:
A.8.1 Be capable of providing procedural training in all areas of operation for which it is to be used. Those tasks should be specified in an acceptable training curriculum or as specifically authorized by the FAA and meet the description and suggested criteria outlined in Appendix D.
A.8.2 Have the following documents available for review by the student and instructor (being able to retrieve these documents electronically is acceptable):
1. The LOA for authorized use of the ATD.
2. The FAA-approved QAG for the ATD being used.
3. Performance information for the aircraft configurations being represented.
A.8.3 Successfully pass the startup self-test described in Appendix B. If the device is being used in a course of training for a pilot certificate, experience requirement, or rating a person authorized by the FAA to provide ground or flight instruction should observe this test. The FAA expects that after the ATD self-test is complete, no software other than that necessary for the operation of the ATD will be utilized on the computer running the ATD software.
A.8.4 Remain in the approved configuration during the training session. Authorized ATD instruction should not proceed after a malfunction of the ATD system has occurred
(e.g., failure of the visuals, flight controls, instruments, etc.). The operator should correct A-7
Appendix A the ATD malfunction and repeat the startup test described in paragraph A.8.3 before resuming authorized instruction.
A.9 Approval of ATD for Use Under Part 141. Notwithstanding the part 61 criteria listed above, the jurisdictional Flight Standards District Office (FSDO) may approve an ATD as part of an overall part 141 school curriculum approval and certification process. Pilot schools that want to use an ATD as part of their training curriculum must notify their principal operations inspector (POI) and otherwise receive FAA approval of their TCO identifying the use of an FAA-approved ATD. The POI is responsible for approving how the ATD will be used in the certificate holder’s part 141 curriculum and TCO.
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Appendix B APPENDIX B. BASIC AVIATION TRAINING DEVICE (BATD) REQUIREMENTS B.1 Purpose. This appendix describes how the FAA will evaluate a BATD for approval and authorized use. A BATD incorporating specific design criteria will be evaluated for approval as a BATD on the basis of meeting or exceeding the criteria outlined in this appendix.
B.2 Authorized Use. Except for specific aircraft type training and testing, a BATD 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 BATD letter of authorization (LOA) for private pilot, instrument rating, and instrument recency of experience.
Note 1: The flight experience allowance for the use of a BATD and the flight experience allowance for an advanced aviation training device (AATD), a flight training device (FTD), or a full flight simulator (FFS) 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: Part 141 certificated pilot schools must obtain a specific authorization for the use of the BATD as part of that pilot school’s approved training course outline (TCO). This authorization must come from the FAA Flight Standards District Office (FSDO) assigned to that pilot school.
B.3 BATD Design Criteria. The Qualification and Approval Guide (QAG) is the initial means for determining whether a BATD is acceptable for use in part 61 pilot training or approved part 141 pilot school training curricula. The QAG will be used to determine if a BATD meets or exceeds minimum FAA design criteria outlined in this appendix.
A BATD found acceptable for use will typically be used to train procedural tasks and may also be used to meet instrument experience requirements when specifically authorized. Each QAG submitted to the FAA for evaluation must state the make and model (M/M) of aircraft being represented and is the basis for the following requirements:
B.3.1 General Control Requirements. The following items are required for all ATD approvals.
B.3.1.1 The aircraft physical flight and associated control systems must be recognizable as to their function and how they are to be manipulated solely from their appearance. These physical flight control systems cannot use interfaces such as a keyboard, mouse, or gaming joystick to control the aircraft in simulated flight.
B.3.1.2 Virtual controls are those controls used to set up certain aspects of the simulation (such as selecting the aircraft configuration, location, weather conditions, etc.) and otherwise program, effect, or pause the training device.
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Appendix B These controls are often part of the instructor station or independent computer interface.
B.3.1.3 Except for the initial setup, a keyboard or mouse may not be used to set or position any feature of the ATD flight controls for the maneuvers or training tasks to be accomplished. See the control requirements listed below as applicable to the aircraft model represented. The pilot must be able to operate the controls in the same manner as it would be in the actual aircraft. This includes the landing gear, wing flaps, cowl flaps, carburetor heat, mixture, propeller, and throttle controls appropriate to the aircraft model represented.
B.3.1.4 The physical arrangement, appearance, and operation of controls, instruments, and switches required by this appendix should closely model the aircraft represented. Manufacturers are expected to recreate the appearance, arrangement, operation, and function of realistically placed physical switches and other required controls representative of an aircraft instrument panel that includes at least the following:
• Master/battery;
• Magnetos for each engine (as applicable);
• Alternators or generators for each engine;
• Auxiliary power unit (APU) (if applicable);
• Fuel boost pumps/prime boost pumps for each engine;
• Avionics master;
• Pitot heat; and
• Rotating beacon/strobe, navigation, taxi, and landing lights.
B.3.1.5 When an FAA-approved ATD is in use, only the software evaluated by the FAA may be loaded for use on that computer system. This does not preclude providing software updates that do not otherwise change the appearance of the systems operation.
B.3.2 Additional Controls and Functional Requirements. Physical flight and aircraft system controls must be provided as follows:
B.3.2.1 For Airplane:
1. A self-centering displacement yoke or control stick that allows continuous adjustment of pitch and bank.
2. Self-centering rudder pedals that allow continuous adjustment of yaw and corresponding reaction in heading and roll.
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Appendix B
3. Throttle or power control(s) that allows continuous movement from idle to full-power settings and corresponding changes in pitch and yaw, as applicable.
4. Mixture/condition, propeller, and throttle/power control(s) as applicable to the M/M of aircraft represented.
5. Controls for the following items, as applicable to the category and class of aircraft represented:
• Wing flaps,
• Pitch trim,
• Communication and navigation radios,
• Clock or timer,
• Gear handle (if applicable),
• Transponder,
• Altimeter,
• Carburetor heat (if applicable), and
• Cowl flaps (if applicable).
B.3.2.2 For Helicopter:
1. A cyclic control stick that tilts the main rotor disk by changing the pitch angle of the rotor blades in their cycle of rotation.
2. A collective pitch control that changes the pitch angle of all main rotor blades simultaneously.
3. Throttle/power control that allows continuous movement from idle to full power settings and which controls engine (rotor) revolutions per minute (rpm).
4. Antitorque pedals used to control the pitch of the tail rotor that allows continuous adjustment of the helicopter heading.
5. Mixture/condition control applicable to the helicopter model represented.
6. Controls for the following items, as applicable to the helicopter represented:
• Communication and navigation radios,
• Clock or timer,
• Transponder,
• Altimeter, and
• Carburetor heat (if applicable).
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Appendix B B.3.3 Control Input Functionality and Response Criteria.
B.3.3.1 Time from control input to recognizable system response must be without delay (i.e., not appear to lag in any way). The manufacturer must verify this performance criteria in the QAG submitted for FAA approval.
B.3.3.2 The control inputs must be tested by the computer and software program at each startup and displayed as a confirmation message of normal operation or a warning message that the transport delay time or any design parameter is out of tolerance. It should not be possible to continue the training session unless the problem is resolved and all components are functioning properly.
B.3.4 Display Requirements.
B.3.4.1 The following instruments and indicators must be replicated and properly located as appropriate to the aircraft represented:
1. Flight instruments in a standard configuration representing the traditional “round” dial flight instruments. An electronic primary flight display (PFD) with reversionary and backup flight instruments is also acceptable.
2. A sensitive altimeter with incremental markings each 20 feet or less, operable throughout the normal operating range of the M/M of aircraft represented.
3. A magnetic direction indicator.
4. A heading indicator with incremental markings each 5 degrees or less, displayed on a 360 degree circle. Arc segments of less than 360 degrees may be selectively displayed if desired or required, as applicable to the M/M of aircraft represented.
5. An airspeed indicator with incremental markings as shown for the M/M aircraft represented; airspeed markings of less than 20 knots need not be displayed.
6. A vertical speed indicator (VSI) with incremental markings each 100 feet per minute (fpm) for both climb and descent, for the first 1,000 fpm of climb and descent, and at each 500 fpm climb and descent for the remainder of a minimum ±2,000 fpm total display, or as applicable to the M/M of aircraft being represented.
7. A gyroscopic rate-of-turn indicator or equivalent with appropriate markings for a rate of 3 degrees per second turn for left and right turns. If a turn and bank indicator is used, the 3 degrees per second rate index must be inside of the maximum deflection of the indicator.
8. A slip and skid indicator with coordination information displayed in the conventional inclinometer format where a coordinated flight B-4
Appendix B condition is indicated with the ball in the center position. A split image triangle indication as appropriate for PFD configurations may be used.
9. An attitude indicator with incremental markings each 5 degrees of pitch or less, from 20 degree pitch up to 40 degree pitch down or as applicable to M/M of aircraft represented. Bank angles must be identified at “wings level” and at 10, 20, 30, and 60 degrees of bank (with an optional additional identification at 45 degrees) in left and right banks.
10. Engine instruments as applicable to the M/M of aircraft being represented, providing markings for the normal ranges including the minimum and maximum limits.
11. A suction gauge or instrument pressure gauge with a display applicable to the aircraft represented.
12. A flap setting indicator that displays the current flap setting.
Setting indications should be typical of that found in an actual aircraft.
13. A pitch trim indicator with a display that shows zero trim and appropriate indices of airplane nose down and airplane nose up trim, as would be found in an aircraft.
14. Communication radio(s) with a full range of selectable frequencies displaying the radio frequency in use.
15. Navigation radio(s) with a full range of selectable frequencies displaying the frequency in use and capable of replicating both precision and nonprecision instruments, including approach procedures (each with an aural identification feature), and a marker beacon receiver. For example, an instrument landing system (ILS), non-directional radio beacon (NDB), Global Positioning System (GPS), Localizer (LOC) or very high frequency omni-directional range (VOR). Graduated markings as indicated below must be present on each course deviation indicator (CDI) as applicable.
The marking should include:
• One-half dot or less for course/glideslope (GS) deviation (i.e., VOR, LOC, or ILS), and
• Five degrees or less for bearing deviation for automatic direction finder (ADF) and radio magnetic indicator (RMI), as applicable.
16. A clock with incremental markings for each minute and second, or a timer with a display of minutes and seconds.
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Appendix B
17. A transponder that displays the current transponder code.
18. A fuel quantity indicator(s) that displays the fuel remaining, either in analog or digital format, appropriate for M/M of aircraft represented.
Note: The minimum instrument and equipment requirements specified under 14 CFR part 91, § 91.205 for day visual flight rules (VFR) and instrument flight rules (IFR) must be functional during the training session. This does not prohibit simulating failures for training purposes.
B.3.4.2 All instrument displays listed above must be visible during all flight operations. Allowances can be made for multifunction electronic displays that may not display all instruments simultaneously. All of the displays must provide an image of the instrument that is clear and:
1. Does not appear to be out of focus or illegible.
2. Does not appear to “jump” or “step” during operation.
3. Does not appear with distracting jagged lines or edges.
4. Does not appear to lag relative to the action and use of the flight controls.
B.3.4.3 Control inputs should be reflected by the flight instruments in real time and without a perceived delay in action. Display updates must show all changes (within the total range of the replicated instrument) that are equal to or greater than the values stated below:
1. Airspeed indicator: change of 5 knots.
2. Attitude indicator: change of 2 degrees in pitch and bank.
3. Altimeter: change of 10 feet.
4. Turn and bank: change of ¼ standard rate turn.
5. Heading indicator: change of 2 degrees.
6. VSI: change of 100 fpm.
7. Tachometer: change of 25 rpm or 2 percent of turbine speed.
8. VOR/ILS: change of 1 degree for VOR or ¼ of 1 degree for ILS.
9. ADF: change of 2 degrees.
10. GPS: change as appropriate for the model of GPS-based navigator represented.
11. Clock or timer: change of 1 second.
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