Miscellaneous Amendments, 75704-75849 [2022-23327]

Download as PDF 75704 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Parts 21, 23, 25, 29, 33, 36, 47, 49, 60, 61, 67, 73, 91, 97, 101, 107, 121, 125, 129, 135, 141, 183, and 440 [Docket No. FAA–2022–1355; Amdt. Nos. 21–106, 23–65, 25–146, 29–58, 33–1, 36–32, 47–32, 49–11, 60–7, 61–151, 67–22, 73–1, 91–366, 97–1339, 101–9, 107–10, 121–387, 125–72, 129–54, 135–143, 141–24, 183–18, 440–6] RIN 2120–AL53 Miscellaneous Amendments Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Final rule; technical amendments. AGENCY: This technical amendment contains non-substantive corrections to address typographical errors, editorial errors, and outdated or incorrect references in various parts of FAA regulations. SUMMARY: DATES: Effective December 9, 2022. FOR FURTHER INFORMATION CONTACT: For questions concerning this action, contact Jesse Holston, Office of Rulemaking, ARM–200, Federal Aviation Administration, 800 Independence Ave. SW, Washington, DC 20591; telephone (202) 267–0810; email jesse.c.holston@faa.gov. SUPPLEMENTARY INFORMATION: lotter on DSK11XQN23PROD with RULES2 I. Good Cause for Immediate Adoption Without Prior Notice Section 553(b)(3)(B) of the Administrative Procedure Act (APA) (5 U.S.C. 551 et seq.) authorizes agencies to dispense with notice and comment procedures for rules when the agency for ‘‘good cause’’ finds that those procedures are ‘‘impracticable, unnecessary, or contrary to the public interest.’’ Under this section, an agency, upon finding good cause, may issue a final rule without seeking comment prior to the rulemaking. Additionally, the APA requires agencies to delay the effective date of regulations for 30 days after publication, unless the agency finds good cause to make the regulations effective sooner. See, 5 U.S.C. 553(d). This action makes technical amendments that affect the clarity of existing regulations. These amendments will not impose any additional substantive restrictions or requirements on the persons affected by these regulations. Because this action merely makes technical amendments, the FAA finds that notice and public VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 comment under 5 U.S.C. 553(b) is unnecessary. For the same reason, the FAA finds that good cause exists under 5 U.S.C. 553(d) for making this rule effective in less than 30 days. II. Authority for This Rulemaking The FAA’s authority to issue rules is found in title 49 of the United States Code. Subtitle I, section 106 describes the authority of the FAA Administrator. This rulemaking is promulgated under the authority described in 49 U.S.C. 106(f) and (g), which establish the authority of the Administrator to promulgate and revise regulations and rules related to aviation safety. This regulation is within the scope of that authority because the rule makes nonsubstantive edits to regulations related to aviation safety promulgated under authorities listed in 49 U.S.C. 106(g). Portions of this rulemaking are also authorized under 51 U.S.C. 50903(c), which authorizes the promulgation of regulations related to commercial space launches and reentries. III. Technical Amendments The FAA is making technical amendments to parts 21, 23, 25, 29, 33, 36, 47, 49, 60, 61, 67, 73, 91, 97, 101, 107, 121, 125, 129, 135, 141, 183, and 440 of those regulations found in Title 14 of the Code of Federal Regulations. All amendments are non-substantive and correct typographical errors, editorial errors, and outdated or incorrect references. The following is a summary of the various amendments to each of the above-listed parts. Part 21 In § 21.619(a), permits the manufacturer of an article under a Technical Standard Order (TSO) authorization to make a minor design change without FAA approval, so long as the manufacturer forwards to the FAA any revised data necessary for compliance with the application requirements in § 21.603. However, the reference to § 21.603(b) is incorrect, as that section addresses the use of open brackets to identify minor changes. The correct reference is to § 21.603(a), which contains the requirements to include a statement of conformity and required technical data in an application for TSO authorization. Part 23 In the following sections, the FAA corrects minor typographical and grammatical errors: §§ 23.2115(c), 23.2165(a)(1)(i), 23.2200(d), 23.2315(a), 23.2440(c)(2), 23.2520(a), and 23.2620(b). PO 00000 Frm 00002 Fmt 4701 Sfmt 4700 In § 23.2120(a), the word ‘‘configuration’’ is removed and replaced with the word ‘‘configuration(s)’’ to clarify that there could be multiple initial climb configurations. In § 23.2255(c), the word ‘‘aircraft’’ is removed and replaced with the word ‘‘airplane’’ for consistency with this section and part 23, which sets forth airworthiness standards for normal category airplanes. In § 23.2400(b), the word ‘‘FAA’’ is removed and replaced with the word ‘‘Administrator’’ to align with 49 U.S.C. 44704, which identifies that the Administrator issues type certificates. In § 23.2500(b), the change clarifies that the reference to paragraph (a) refers to paragraph (a) of § 23.2500. Additional updates are made to punctuation for clarity. In § 23.2600(b), the term ‘‘qualified flightcrew’’ is removed and replaced with ‘‘flightcrew members’’ to clarify that the term ‘‘qualified flightcrew’’ was not intended to have a different meaning than the term ‘‘flightcrew member’’ as defined in 14 CFR part 1.1 Part 25 In § 25.471(b)(2), the reference to paragraph (c)(1) of § 25.1583 is no longer accurate because § 25.1583 was subsequently revised, and the paragraph numbering changed.2 Thus, § 25.471(b)(2) is corrected to refer to § 25.1583(c)(2). In § 25.525(b), the reference to ‘‘§ 25.533(b)’’ is incorrect and is replaced with a reference to ‘‘25.533(c)’’. Section 25.533(b) provides local pressures rather than distributed pressures, which are the proper pressures to calculate distributed loads as described in § 25.525(b). The distributed pressures are provided in § 25.533(c). In § 25.535(d), the number ‘‘3.25’’ is incorrect and is replaced with the number ‘‘0.25’’ as originally stated in the final rule.3 In § 25.571, the FAA corrects a minor typographical error. In § 25.903(a)(3)(ii), the effective date of § 33.68 is corrected to read ‘‘March 26, 1984’’ because that is the effective date of Amendment 33–10. In § 25.903(a)(3)(iii), the effective date of § 33.68 is corrected to read ‘‘October 31, 1974’’ because that is the effective date of Amendment 33–6. In § 25.1517(b), the term ‘‘VMO—35 KTAS’’ is removed and replaced with ‘‘VMO minus 35 KTAS’’ to clarify that 1 See 81 FR 96572 (Dec. 30, 2016). 43 FR 4302 (Jan. 16, 1978). 3 See 29 FR 18289 (Dec. 24, 1964). 2 See E:\FR\FM\09DER2.SGM 09DER2 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations the ‘‘-’’ symbol was logically intended to be a minus sign and not a dash. Part 29 In § 29.1557(d), the cross reference to § 29.811(h)(2), which does not exist, is replaced with the correct cross reference, § 29.811(f)(2). Part 33 In § 33.97(a), a comma is added between the words ‘‘endurance’’ and ‘‘calibration’’ to clarify that both endurance tests and calibration tests are required to evaluate thrust reversers and are separate tests. Part 36 In § 36.1(a)(4), a spelling error is corrected. Part 47 Section 47.9(b) differentiates aircraft registered prior to January 1, 1980 and aircraft registered after 1980. As the aircraft registration dates for all aircraft currently on the registry are after January 1, 1980, this differentiation is no longer necessary. The FAA has revised § 47.9(b), (b)(1) and (b)(2) to remove the reference to January 1, 1980 and make conforming changes resulting from the removal of such reference. In § 47.19, the phrase ‘‘must be mailed to the Registry, Department of Transportation, Post Office Box 25504, Oklahoma City, Oklahoma 73125–0504, or delivered to the Registry at 6425 S. Denning Ave., Oklahoma City, Oklahoma 73169,’’ is removed and replaced with, ‘‘must be delivered to the Registry by a means acceptable to the Administrator,’’ to conform to the Registry’s current practice of accepting digitally signed documents and communications by email as an alternative to delivery of hard copies, as well as submission of documents and communications by other means acceptable to the Administrator. Part 49 In § 49.1(a)(2), the horsepower threshold for aircraft engines incorrectly references 750 and is corrected to 550 consistent with § 49.41.4 Section 49.11 is revised to conform to the Registry’s current practice of accepting digitally signed documents by email in addition to accepting delivery 75705 of hard copies or acceptance of delivery by other means. In § 49.13(a), the phrase ‘‘must be in ink’’ is removed and replaced with ‘‘must be signed in a manner acceptable to the Administrator,’’ to conform to the Registry’s continued acceptance of digital signatures.5 Part 60 Part 60 has multiple references to the ‘‘National Simulator Program Manager’’, ‘‘NSPM’’, and ‘‘NSP’’. This office and manager position no longer exist by those names due to the reorganization of the Air Transportation Division. Thus, this technical amendment updates all of these references by deleting or replacing them with ‘‘responsible Flight Standards office’’, ‘‘Flight Standards Service’’, or ‘‘FAA’’, as appropriate. Further, references to outdated websites, references to outdated contact information, and incorrect numbering are corrected. The following table identifies the nomenclature changes in 14 CFR part 60 to account for the reorganization of the Air Transportation Division: lotter on DSK11XQN23PROD with RULES2 TABLE 1—REVISED NOMENCLATURE AND AFFECTED SECTIONS OF 14 CFR PART 60 Old nomenclature/current CFR New nomenclature/revision Affected sections of 14 CFR part 60 National Simulator Program Manager (NSPM) .. responsible Flight Standards office ................. NSPM ................................................................. responsible Flight Standards office ................. NSPM ................................................................. the responsible Flight Standards office ........... an NSPM ............................................................ NSPM ................................................................. a responsible Flight Standards office .............. Flight Standards Service .................................. NSPM, or a person assigned by the NSPM ...... responsible Flight Standards office ................. an NSP pilot ....................................................... a pilot from the responsible Flight Standards office. § 60.5, Attachment 6 to Appendix A to Part 60. § 60.5, § 60.7, § 60.9, § 60.11, § 60.13, § 60.14, § 60.15, § 60.16, § 60.17, § 60.19, § 60.21, § 60.23, § 60.25, § 60.27, § 60.29, § 60.31, § 60.37, Appendix A to Part 60, Attachment 1 to Appendix A to Part 60, Attachment 2 to Appendix A to Part 60, Attachment 3 to Appendix A to Part 60, Attachment 5 to Appendix A to Part 60, Attachment 6 to Appendix A to Part 60, Appendix B to Part 60, Attachment 1 to Appendix B to Part 60, Attachment 2 to Appendix B to Part 60, Appendix C to Part 60, Attachment 1 to Appendix C to Part 60, Attachment 2 to Appendix C to Part 60, Attachment 3 to Appendix C to Part 60, Appendix D to Part 60, Attachment 1 to Appendix D to Part 60, Attachment 2 to Appendix D to Part 60, Attachment 3 to Appendix D to Part 60, Appendix E to Part 60, Appendix F to Part 60. § 60.19, Attachment 2 to Appendix A to Part 60, Attachment 2 to Appendix C to Part 60. § 60.19. Appendix A to Part 60, Attachment 2 to Appendix A to Part 60, Appendix C to Part 60, Appendix D to Part 60. Appendix A to Part 60, Appendix C to Part 60. Appendix A to Part 60, Appendix B to Part 60, Appendix C to Part 60, Appendix D to Part 60. 4 See 70 FR 239 (Jan. 3, 2005). VerDate Sep<11>2014 18:43 Dec 08, 2022 5 Notice of Policy Clarification for Acceptance of Documents With Digital Signatures by the Federal Jkt 259001 PO 00000 Frm 00003 Fmt 4701 Sfmt 4700 Aviation Administration Aircraft Registry, 81 FR 23348, (April 20, 2016). E:\FR\FM\09DER2.SGM 09DER2 75706 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations lotter on DSK11XQN23PROD with RULES2 TABLE 1—REVISED NOMENCLATURE AND AFFECTED SECTIONS OF 14 CFR PART 60—Continued Old nomenclature/current CFR New nomenclature/revision Affected sections of 14 CFR part 60 NSPM or visit the NSPM Web site .................... responsible Flight Standards office ................. FAA FSDO ......................................................... responsible Flight Standards office ................. NSPM, or a person or persons assigned by the NSPM. NSP .................................................................... responsible Flight Standards office ................. Appendix A to Part 60, Appendix B to Part 60, Appendix C to Part 60, Appendix D to Part 60. Appendix A to Part 60, Appendix B to Part 60, Appendix C to Part 60, Appendix D to Part 60. Appendix B to Part 60, Appendix D to Part 60. Attachment 2 to Appendix B to Part 60. In addition to the above nomenclature changes, this technical amendment makes several other minor technical changes to 14 CFR part 60. In appendices A, B, C, and D to part 60, paragraph 1. Introduction, the following changes are made to reflect the reorganization of the Air Transportation Division: • Removed paragraph b.; • Removed the last sentence of paragraph c.; • Added ‘‘Flightcrew Member’’ after ‘‘as amended,’’ in appendix A, paragraph d.(12); appendix B, paragraph d.(12); appendix C, paragraph d.(10); and appendix D, paragraph d.(12); and • Removed the phrase ‘‘FAA Airman Testing Standards for the Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot Certificate, and Instrument Ratings.’’ and replaced with ‘‘FAA Airman Certification Standards and Practical Test Standards for Airline Transport Pilot, Type Ratings, Commercial Pilot, and Instrument Ratings.’’ in appendix A, paragraph d.(27); appendix B, paragraph d.(26); appendix C, paragraph d.(25); and appendix D, paragraph d.(28). ‘‘NSP’’ is removed from the following places to reflect the reorganization of the Air Transportation Division: • Appendix A; • Attachment 3 to appendix A; • Appendix B; • Attachment 3 to appendix B; • Appendix C; • Attachment 3 to appendix C; • Appendix D; and • Attachment 3 to appendix D. In attachment 3 to appendix A, 2. Discussion, the last sentence of paragraph g. is removed to reflect the reorganization of the Air Transportation Division. In the following Figures, the letter heading addressed to ‘‘Edward D. Cook’’ is removed because it is outdated contact information that is no longer accurate: • Attachment 4 to appendix A, Figure A4A; and • Attachment 4 to appendix B, Figure B4A. VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 FAA .................................................................. In the following Figures, ‘‘FAA National Simulator Program’’ is removed to reflect the reorganization of the Air Transportation Division: • Attachment 4 to appendix A, Figure A4C; • Attachment 4 to appendix B, Figure B4C; • Attachment 4 to appendix C, Figure C4C; and • Attachment 4 to appendix D, Figure D4C. In the following Figures, ‘‘Manager, National Simulator Program’’ is removed to reflect the reorganization of the Air Transportation Division: • Attachment 4 to appendix A, Figure A4D; • Attachment 4 to appendix B, Figure B4D; • Attachment 4 to appendix C, Figure C4D; and • Attachment 4 to appendix D, Figure D4D. In the following Figures, ‘‘National Simulator Program’’ and ‘‘NSPM’’ are removed and replaced with ‘‘FAA’’ to reflect the reorganization of the Air Transportation Division: • Attachment 4 to appendix A, Figure A4E; • Attachment 4 to appendix B, Figure B4E; • Attachment 4 to appendix C, Figure C4E; and • Attachment 4 to appendix D, Figure D4E. ‘‘NSP’s’’ is removed from attachment 6 to appendix A to reflect the reorganization of the Air Transportation Division. ‘‘NSPM’’ is removed from the second sentence of appendix B to reflect the reorganization of the Air Transportation Division. In attachment 3 to appendix C, the last sentence of the first paragraph h. is removed to reflect the reorganization of the Air Transportation Division. Also, the second paragraph h. is redesignated as paragraph i. and paragraph i. is redesignated as paragraph j. In the following Figures, the letter heading addressed to ‘‘Charles A. PO 00000 Frm 00004 Fmt 4701 Sfmt 4700 Spillner’’ is removed because it is outdated contact information that is no longer accurate: • Attachment 4 to appendix C, figure C4A; and • Attachment 4 to appendix D, figure D4A. In appendix D, 17. Modifications to FTDs, an incorrect reference is updated. In appendix E, paragraph i.(4) is removed and ‘‘NSPM’’ is removed from paragraphs h.(1) and h.(2) to reflect the reorganization of the Air Transportation Division. In appendix F, the definition for ‘‘National Simulator Program Manager (NSPM)’’ is removed and the abbreviation ‘‘NSPM’’ is removed to reflect the reorganization of the Air Transportation Division. In the Flight Simulation Training Device Qualification Standards for Extended Envelope and Adverse Weather Event Training Tasks Final Rule, the FAA removed Figure A4H Sample Continuing Qualification Evaluation Requirements Page from attachment 4 to appendix A because the final rule amendment to § 60.19 made the figure obsolete and unnecessary. This same figure should have also been removed from Appendices B–D for the same reason. Thus, the following changes are made: • In attachment 4 to appendix B, figure B4H is removed and the table of contents is updated accordingly; • In attachment 4 to appendix C, figure C4H is removed and the table of contents is updated accordingly; and • In attachment 4 to appendix D, figure D4H is removed and the table of contents is updated accordingly. In the Flight Simulation Training Device Qualification Standards for Extended Envelope and Adverse Weather Event Training Tasks Final Rule, the FAA added Level 7 FTDs to appendix B. However, the first sentence in this appendix does not include Level 7. Thus, in the first sentence of appendix B, the phrase ‘‘or Level 6’’ is replaced with ‘‘Level 6, or Level 7’’. E:\FR\FM\09DER2.SGM 09DER2 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations Part 61 In § 61.58, paragraphs (j) and (k) are removed because the October 12, 2012, time limitation has passed and accordingly, those paragraphs are now obsolete. The FAA also corrects a spelling error in § 61.313(h). Part 67 A mailing address is updated in §§ 67.4 and 67.409(a). Additionally, in § 67.409(a) a requirement that a duplicate document be submitted is removed because these documents are no longer reviewed in hardcopy. lotter on DSK11XQN23PROD with RULES2 Part 73 This technical amendment updates office titles in § 73.19(a) and (c) to reflect reorganization within the FAA. It also updates the FAA headquarters address in § 73.19(a) and replaces the word ‘‘shall’’ with ‘‘must’’ in § 73.19(a), (b) and (c). Part 91 In § 91.9(c), ‘‘or part 48’’ is added to indicate that an aircraft operating under part 91 may also be marked under part 48. This change aligns this provision with § 91.203(a)(2). In § 91.157(b)(4), aimed to specifically qualify daytime in Alaska because the time between sunrise and sunset is often a longer duration of time than in most of the United States. However, in a 1991 final rule, the FAA stated that daytime in Alaska is ‘‘when the sun is 6° or more above the horizon’’. 56 FR 65660 (Dec. 17, 1991). According to the Air Almanac, issued annually by the United States Naval Observatory, civil twilight (daytime) begins and ends when the sun is 6 degrees below the horizon. As such, civil twilight (daytime) is any time when the sun is 6 degrees or less below the horizon. In 1995, the FAA issued a technical amendment to correct the regulatory text to accurately capture daytime in Alaska amending it to state ‘‘when the sun is 6 degrees or more below the horizon’’. 60 FR 66874 (Dec. 27, 1995). However, this correction was inaccurate as more than 6 degrees below the horizon is nighttime. This technical amendment is meant to achieve the original intent to refer to daytime in Alaska by amending the language to read ‘‘when the sun is 6 degrees or less below the horizon’’. In § 91.203(a)(1), ‘‘or part 48’’ is added to indicate that an aircraft operating under part 91 may also be marked under part 48. This change aligns this provision with § 91.203(a)(2). In § 91.511(a), the phrase ‘‘operating under this subpart’’ is added to clarify who is subject to the prohibition. VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 In § 91.609(g), ‘‘49 CFR’’ is added prior to ‘‘part 830’’ everywhere that it appears to clarify which title of the CFR is being referenced. In § 91.1001(b)(9), the reference to ‘‘paragraph (b)(1)(v)’’ is incorrect because no such paragraph exists. The reference to ‘‘paragraph (b)(1)(v)’’ is replaced with the correct reference to ‘‘paragraph (b)(5)(vi)’’, which addresses multi-year program agreements. Part 97 In § 97.20(b), the FAA updates a mailing address and email address. Part 101 In § 101.21(a), the reference to paragraph ‘‘§ 101.25(b)(7)(ii)’’ is removed and replaced with the correct reference, ‘‘§ 101.25(g)(2)’’, due to a technical amendment to § 101.25.6 Part 107 In § 107.9, the word ‘‘accident’’ in the title is removed and replaced with the words ‘‘safety event’’ to eliminate confusion and to distinguish it from the statutory authority afforded exclusively to the National Transportation Safety Board published in 49 U.S.C. 1101. Part 121 In §§ 121.310(b)(2)(iii), 121.311(b)(2)(ii)(C), 121.391(d), § 121.523(c), the FAA corrects typographical, grammatical, and spelling errors. In §§ 121.359(h) and 121.703(f), ‘‘49 CFR’’ is added prior to ‘‘part 830’’ everywhere that it appears to clarify which title of the CFR is being referenced. In § 121.909(a) and § 121.923(a)(2), the phrase ‘‘through the FAA office responsible for approval of the certificate holder’s operations specifications, to the Manager of the Air Transportation Division’’ is removed and replaced with ‘‘to the responsible Flight Standards office’’ to reflect the reorganization in the Air Transportation Division. In § 121.1115(f), Table 2, Bombardier: BD–700, the acronym ‘‘FH’’, which stood for flight hours, is removed because it is incorrect and it is replaced with the correct acronym, ‘‘FC’’, which stands for flight cycles. Bombardier submitted information to the FAA to establish that the default limit of validity is 15,000 flight cycles rather than flight hours for the Bombardier Model BD–700; however, the FAA inadvertently used the acronym ‘‘FH’’ when listing the default LOV for the Bombardier Model BD–700 in Table 2. 6 See PO 00000 74 FR 38092 (July 31, 2009). Frm 00005 Fmt 4701 Sfmt 4700 75707 Part 125 In § 125.285(d), the reference to ‘‘(c)(3)’’ is removed because it is incorrect and it is replaced with the correct reference, ‘‘(c)(2)’’, which prescribes the observation of landings. Part 129 The FAA corrects a spelling error in § 129.18(b). In § 129.115(f), Table 2, Bombardier: BD–700, the FAA removes the acronym ‘‘FH’’, which stood for flight hours because it is incorrect and it is replaced with the correct acronym, ‘‘FC’’, which stands for flight cycles. Bombardier submitted information to the FAA to establish that the default limit of validity is 15,000 flight cycles rather than flight hours for the Bombardier Model BD–700; however, the FAA inadvertently used the acronym ‘‘FH’’ when listing the default LOV for the Bombardier Model BD–700 in Table 2. Part 135 In § 135.415(f), ‘‘49 CFR’’ is added prior to ‘‘part 830’’ to clarify which title of the CFR is being referenced. Part 141 In a final rule published in the Federal Register on August 21, 2009 (74 FR 42499), Pilot, Flight Instructor, and Pilot School Certification, the FAA revised paragraph 4 of appendix I to 14 CFR part 141, to change the presentation of information in response to confusion about what is the amount of ground and flight training required for an add-on category and/or class rating course. In the process of changing the presentation of this information, the FAA inadvertently omitted the existing training requirements for an additional glider category rating for holders of a commercial pilot certificate. By correcting this typographical error, this technical amendment provides these existing requirements by specifying the required contents of such training programs. In a final rule published in the Federal Register on June 27, 2018 (83 FR 30232), Regulatory Relief: Aviation Training Devices; Pilot Certification, Training, and Pilot Schools; and Other Provisions, the FAA inadvertently failed to revise part 141 appendix I, to allow the use of a technically advanced airplane (TAA) to satisfy the experience requirements, for those pilot applicants who would add category and class (specifically, Airplane Single Engine) to an existing Commercial Pilot Certificate. The original proposal was to provide relief to all regulated entities providing flight training for the Commercial Pilot Certificate with single engine land E:\FR\FM\09DER2.SGM 09DER2 75708 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations rating under any applicable rule part, including part 141, appendix I. This was an inadvertent omission and has caused some confusion and concern within the flight training community. With that understanding, the FAA is providing a technical amendment to paragraph 4.(a)(3)(ii) of appendix I to part 141 to otherwise permit the use of a complex airplane, turbine-powered airplane, or a technically advanced airplane to meet the experience requirement. Part 183 The FAA is making updates to part 183 which are necessary to reflect organizational changes within the FAA. The Administrator established the Air Traffic Safety Oversight Service (AOV) within the Aviation Safety Organization (AVS) to provide independent oversight of the Air Traffic Organization in 2004. In 2006, the Administrator gave AOV the authority to manage the Control Tower Operator Certification Program but did not update part 183 to reflect this organizational change. Due to these changes, the FAA is revising §§ 183.11(d) and 183.25(c)(2) to replace ‘‘the Associate Administrator for Air Traffic’’ with ‘‘the Associate Administrator for Aviation Safety’’. Additionally, §§ 183.11(d) and 183.25(c) will specify that the air traffic control tower operator examiner is ‘‘designated’’ to be consistent with the terminology used for other positions involving delegated authority under 49 U.S.C. 44702(d). Part 440 In § 440.19, this technical amendment restores paragraphs (a)(1) and (a)(2) which were inadvertently deleted from this section in a 2012 technical amendment.7 lotter on DSK11XQN23PROD with RULES2 IV. Regulatory Notices and Analyses Federal agencies consider impacts of regulatory actions under a variety of executive orders and other requirements. First, Executive Order 12866 and Executive Order 13563 direct that each Federal agency shall propose or adopt a regulation only upon a reasoned determination that the benefits of the intended regulation justify the costs. Second, the Regulatory Flexibility Act of 1980 (Pub. L. 96–354) requires agencies to analyze the economic impact of regulatory changes on small entities. Third, the Trade Agreements Act (Pub. L. 96–39) prohibits agencies from setting standards that create unnecessary obstacles to the foreign 7 Correction of Authority Citations for Commercial Space Transportation, 77 FR 20531, April 5, 2012. VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 commerce of the United States. Fourth, the Unfunded Mandates Reform Act of 1995 (Pub. L. 104–4) requires agencies to prepare a written assessment of the costs, benefits, and other effects of proposed or final rules that include a Federal mandate that may result in the expenditure by State, local, and tribal governments, in the aggregate, or by the private sector, of $100,000,000 or more (adjusted annually for inflation) in any one year. The current threshold after adjustment for inflation is $165,000,000, using the most current (2021) Implicit Price Deflator for the Gross Domestic Product. This portion of the preamble summarizes the FAA’s analysis of the economic impacts of this rule. In conducting these analyses, the FAA has determined that this rule: will result in benefits that justify costs; is not a ‘‘significant regulatory action’’ as defined in section 3(f) of Executive Order 12866; will not create unnecessary obstacles to the foreign commerce of the United States; and will not impose an unfunded mandate on State, local, or tribal governments, or on the private sector. A. Regulatory Impact Analysis This final rule corrects several technical errors that affect the clarity of the regulatory text. As all the amendments in this final rule are nonsubstantive and intended to correct typographical errors, editorial errors, and outdated or incorrect references, the FAA does not expect that these technical corrections will result in any substantive incremental costs or benefits. These changes include corrections of grammatical and typographical errors, corrections of incorrect cross references, updates to mailing addresses and contact information, and updates to terms and titles following the reorganization or the Air Transportation Division. Since this rule involves non-substantive and clarifying editorial changes only, the impacts of the rule will be minimal. B. Regulatory Flexibility Act The Regulatory Flexibility Act (RFA), in 5 U.S.C. 603, requires an agency to prepare an initial regulatory flexibility analysis describing impacts on small entities whenever 5 U.S.C. 553 or any other law requires an agency to publish a general notice of proposed rulemaking for any proposed rule. Similarly, 5 U.S.C. 604 requires an agency to prepare a final regulatory flexibility analysis when an agency issues a final rule under 5 U.S.C. 553, after that section or any other law requires publication of a general notice of proposed rulemaking. The FAA concludes good cause exists to PO 00000 Frm 00006 Fmt 4701 Sfmt 4700 forgo notice and comment and to not delay the effective date for this rule. As 5 U.S.C. 553 does not require notice and comment in this situation, 5 U.S.C. 603 and 604 similarly do not require regulatory flexibility analyses. C. International Trade Impact Assessment The Trade Agreements Act of 1979 (Pub. L. 96–39), as amended, prohibits Federal agencies from establishing standards or engaging in related activities that create unnecessary obstacles to the foreign commerce of the United States. Pursuant to this Act, the establishment of standards is not considered an unnecessary obstacle to the foreign commerce of the United States, so long as the standard has a legitimate domestic objective, such as the protection of safety, and does not operate in a manner that excludes imports that meet this objective. The statute also requires consideration of international standards and, where appropriate, that they be the basis for U.S. standards. The FAA has assessed the potential effect of this rule and has determined that the rule is in accord with the Trade Agreements Act as the rule applies equally to domestic and foreign persons engaged in aviation activities under 14 CFR. As previously discussion, this action corrects several technical errors that affect the clarity of the regulatory text. These corrections will not impose any additional substantive restrictions or requirements on the persons affected by these regulations. D. Unfunded Mandates Assessment The Unfunded Mandates Reform Act of 1995 (2 U.S.C. 1531–1538) governs the issuance of Federal regulations that require unfunded mandates. An unfunded mandate is a regulation that requires a state, local, or tribal government or the private sector to incur direct costs without the Federal government having first provided the funds to pay those costs. The FAA determined that the rule will not result in the expenditure of $165,000,000 or more by State, local, or tribal governments, in the aggregate, or the private sector, in any one year. E. Paperwork Reduction Act The Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) requires that the FAA consider the impact of paperwork and other information collection burdens imposed on the public. The FAA has determined that there is no new requirement for information collection associated with this immediately adopted final rule. E:\FR\FM\09DER2.SGM 09DER2 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations F. International Compatibility In keeping with U.S. obligations under the Convention on International Civil Aviation, it is FAA policy to conform to International Civil Aviation Organization (ICAO) Standards and Recommended Practices to the maximum extent practicable. The FAA has reviewed the corresponding ICAO Standards and Recommended Practices and has identified no differences with these proposed regulations. G. Environmental Analysis FAA Order 1050.1F identifies FAA actions that are categorically excluded from preparation of an environmental assessment or environmental impact statement under the National Environmental Policy Act in the absence of extraordinary circumstances. The FAA has determined this rulemaking action qualifies for the categorical exclusion identified in paragraph 5–6.6(f) for regulations and involves no extraordinary circumstances. V. Executive Order Determinations A. Executive Order 13132, Federalism The FAA has analyzed this immediately adopted final rule under the principles and criteria of Executive Order 13132, ‘‘Federalism.’’ The agency determined that this action will not have a substantial direct effect on the States, or the relationship between the Federal Government and the States, or on the distribution of power and responsibilities among the various levels of government, and, therefore, does not have Federalism implications. lotter on DSK11XQN23PROD with RULES2 B. Executive Order 13211, Regulations That Significantly Affect Energy Supply, Distribution, or Use The FAA analyzed this immediately adopted final rule under Executive Order 13211, ‘‘Actions Concerning Regulations that Significantly Affect Energy Supply, Distribution, or Use’’ (May 18, 2001). The agency has determined that it is not a ‘‘significant energy action’’ under the executive order and it is not likely to have a significant adverse effect on the supply, distribution, or use of energy. C. Executive Order 13609, International Cooperation Executive Order 13609, ‘‘Promoting International Regulatory Cooperation,’’ promotes international regulatory cooperation to meet shared challenges involving health, safety, labor, security, environmental, and other issues and to reduce, eliminate, or prevent unnecessary differences in regulatory VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 requirements. The FAA has analyzed this action under the policies and agency responsibilities of Executive Order 13609, and has determined that this action would have no effect on international regulatory cooperation. VI. How To Obtain Additional Information A. Rulemaking Documents An electronic copy of a rulemaking document may be obtained from the internet by— 1. Searching the Federal eRulemaking Portal (www.regulations.gov); 2. Visiting the FAA’s Regulations and Policies web page at www.faa.gov/ regulations_policies/; or 3. Accessing the Government Printing Office’s web page at www.GovInfo.gov. Copies may also be obtained by sending a request (identified by notice, amendment, or docket number of this rulemaking) to the Federal Aviation Administration, Office of Rulemaking, ARM–1, 800 Independence Avenue SW, Washington, DC 20591, or by calling (202) 267–9680. The Small Business Regulatory Enforcement Fairness Act (SBREFA) of 1996 requires FAA to comply with small entity requests for information or advice about compliance with statutes and regulations within its jurisdiction. A small entity with questions regarding this document, may contact its local FAA official, or the person listed under the FOR FURTHER INFORMATION CONTACT heading at the beginning of the preamble. To find out more about SBREFA on the internet, visit www.faa.gov/regulations_policies/ rulemaking/sbre_act/. List of Subjects 14 CFR Part 21 Aircraft, Aviation safety, Exports, Imports, Reporting and recordkeeping requirements. 14 CFR Part 23 Aircraft, Aviation safety, Signs and symbols. 14 CFR Part 25 Aircraft, Aviation safety, Reporting and recordkeeping requirements. 14 CFR Part 29 Aircraft, Aviation safety, Reporting and recordkeeping requirements. 14 CFR Part 33 Aircraft, Aviation safety, Reporting and recordkeeping requirements. Frm 00007 Fmt 4701 Sfmt 4700 14 CFR Part 36 Agriculture, Aircraft, Noise control. 14 CFR Part 47 Aircraft, Reporting and recordkeeping requirements. 14 CFR Part 49 Aircraft, Reporting and recordkeeping requirements. 14 CFR Part 60 Airmen, Aviation safety, Reporting and recordkeeping requirements. 14 CFR Part 61 Aircraft, Airmen, Alcohol abuse, Aviation safety, Drug abuse, Recreation and recreation areas, Reporting and recordkeeping requirements, Security measures, Teachers. 14 CFR Part 67 Airmen, Authority delegations (Government agencies), Health, Reporting and recordkeeping requirements. 14 CFR Part 73 B. Small Business Regulatory Enforcement Fairness Act PO 00000 75709 Airspace, Navigation (air), Restricted areas, Security measures. 14 CFR Part 91 Afghanistan, Agriculture, Air carriers, Air taxis, Air traffic control, Aircraft, Airmen, Airports, Alaska, Aviation safety, Canada, Charter flights, Cuba, Drug traffic control, Ethiopia, Freight, Incorporation by reference, Iraq, Libya, Mexico, Noise control, North Korea, Political candidates, Reporting and recordkeeping requirements, Security measures, Somalia, Syria, Transportation, Yugoslavia. 14 CFR Part 97 Air traffic control, Airports, Incorporation by reference, Navigation (air), Weather. 14 CFR Part 101 Aircraft, Aviation safety, Reporting and recordkeeping requirements. 14 CFR Part 107 Aircraft, Airmen, Aviation safety, Recreation and recreation areas, Reporting and recordkeeping requirements, Security measures, Signs and symbols. 14 CFR Part 121 Air carriers, Aircraft, Airmen, Alcohol abuse, Aviation safety, Charter flights, Drug abuse, Drug testing, Reporting and recordkeeping requirements, Safety, Transportation. E:\FR\FM\09DER2.SGM 09DER2 75710 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 14 CFR Part 125 § 23.2115 phrase ‘‘systems that perform’’ and adding in its place the phrase ‘‘system that performs’’. Aircraft, Airmen, Aviation safety, Reporting and recordkeeping requirements. 4. Amend § 23.2115 in paragraph (c) introductory text by adding the word ‘‘of’’ after the word ‘‘determination’’. § 23.2600 14 CFR Part 129 § 23.2120 ■ [Amended] Air carriers, Administration, Aircraft, Aviation safety, Reporting and recordkeeping requirements, Security measures, Smoking. 5. Amend § 23.2120 in paragraph (a) introductory text by removing the word ‘‘configuration’’ and adding in its place the word ‘‘configuration(s)’’. § 23.2620 14 CFR Part 135 § 23.2165 ■ Air taxis, Aircraft, Airmen, Alcohol abuse, Aviation safety, Drug abuse, Drug testing, Reporting and recordkeeping requirements. ■ 14 CFR Part 141 § 23.2200 Airmen, Educational facilities, Reporting and recordkeeping requirements, Schools. ■ 6. Amend § 23.2165 in paragraph (a)(1)(i) by removing the words ‘‘knots CAS’’ and adding in their place the word ‘‘KCAS’’. § 23.2255 8. Amend § 23.2255 in paragraph (c) by removing the word ‘‘aircraft’’ and adding in its place the word ‘‘airplane’’. § 23.2315 Indemnity payments, Insurance, Reporting and recordkeeping requirements, Space transportation and exploration. ■ ■ The Amendments In consideration of the foregoing, the Federal Aviation Administration amends chapter I of title 14, Code of Federal Regulations (CFR) parts 21, 23, 25, 29, 33, 36, 47, 49, 60, 61, 67, 73, 91, 97, 101, 107, 121, 125, 129, 135, 141, 183, and 440 as follows: PART 21—CERTIFICATION PROCEDURES FOR PRODUCTS AND ARTICLES § 23.2400 [Amended] 10. Amend § 23.2400 in paragraph (b) by removing both instances of ‘‘FAA’’ and adding in their places the word ‘‘Administrator’’. ■ 11. Amend § 23.2440 by revising paragraph (c)(2) to read as follows: ■ Powerplant fire protection. * Authority: 42 U.S.C. 7572; 49 U.S.C. 106(f), 106(g), 40105, 40113, 44701–44702, 44704, 44707, 44709, 44711, 44713, 44715, 45303. [Amended] 2. Amend § 21.619 in paragraph (a) by removing the citation ‘‘§ 21.603(b)’’ and adding in its place the citation ‘‘21.603(a)’’. ■ PART 23—AIRWORTHINESS STANDARDS: NORMAL CATEGORY AIRPLANES 3. The authority citation for part 23 continues to read as follows: ■ Authority: 49 U.S.C. 106(f), 106(g), 40113, 44701–44702, 44704, Pub. L. 113–53, 127 Stat. 584 (49 U.S.C. 44704) note. Jkt 259001 [Amended] 9. Amend § 23.2315 as follows: a. In paragraph (a)(1), add a comma after the words ‘‘level 2’’; ■ b. In paragraph (a)(1), remove the words ‘‘single engine’’ and add in its place ‘‘single-engine’’; and ■ c. In paragraph (a)(2), add a comma after the first mention of the word ‘‘exits’’. § 23.2440 1. The authority citation for part 21 continues to read as follows: ■ 18:43 Dec 08, 2022 [Amended] ■ 14 CFR Part 440 VerDate Sep<11>2014 [Amended] 7. Amend § 23.2200 in paragraph (d) by removing the words ‘‘high lift’’ and adding in their place the words ‘‘highlift’’. Aircraft, Airmen, Authority delegations (Government agencies), Health professions, Reporting and recordkeeping requirements. § 21.619 [Amended] * * * * (c) * * * (2) Be fire-resistant if carrying flammable fluid, gas or air, or is required to operate in the event of a fire; and * * * * * § 23.2500 [Amended] § 23.2520 [Amended] 13. Amend § 23.2520 in paragraph (a) introductory text by removing the ■ PO 00000 Frm 00008 Fmt 4701 Sfmt 4700 [Amended] 15. Amend § 23.2620 in paragraph (b) introductory text by removing the word ‘‘administrator’’ and adding in its place the word ‘‘Administrator’’. PART 25—AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES 16. The authority citation for part 25 continues to read as follows: ■ Authority: 49 U.S.C. 106(f), 106(g), 40113, 44701, 44702 and 44704. § 25.471 [Amended] 17. Amend § 25.471 in paragraph (b)(2) by removing the citation ‘‘§ 25.1583(c)(1)’’ and adding in its place the citation ‘‘§ 25.1583(c)(2)’’. ■ § 25.525 [Amended] 18. Amend § 25.525 in paragraph (b) by removing the citation ‘‘§ 25.533(b)’’ and adding in its place the citation ‘‘§ 25.533(c)’’. ■ § 25.535 [Amended] 19. Amend § 25.535 in paragraph (d) by removing the numbers ‘‘3.25’’ and adding in their place the numbers ‘‘0.25’’. ■ 20. Amend § 25.571 by revising the section heading to read as follows: ■ § 25.571 Damage-tolerance and fatigue evaluation of structure. * * § 25.903 * * * [Amended] 21. Amend § 25.903 as follows: a. In paragraph (a)(3)(ii), remove the date ‘‘February 23, 1984’’ and add in its place the date ‘‘March 26, 1984’’; and ■ b. In paragraph (a)(3)(iii), remove the date ‘‘October 1, 1974’’and add in its place the date ‘‘October 31, 1974’’. ■ ■ § 25.1517 12. Amend § 23.2500 in paragraph (b) by removing the phrase ‘‘(a), considered separately and in relation to other systems, must’’ and adding in its place the phrase ‘‘(a) of this section— considered separately and in relation to other systems—must’’. ■ [Amended] 14. Amend § 23.2600 in paragraph (b) by removing the words ‘‘qualified flightcrew’’ and adding in their place the words ‘‘flightcrew members’’. ■ 14 CFR Part 183 lotter on DSK11XQN23PROD with RULES2 [Amended] ■ [Amended] 22. Amend § 25.1517 in paragraph (b) by removing ‘‘VMO - 35 KTAS’’ and adding in its place ‘‘VMO minus 35 KTAS’’. ■ PART 29—AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY ROTOCRAFT 23. The authority citation for part 29 continues to read as follows: ■ E:\FR\FM\09DER2.SGM 09DER2 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations Authority: 49 U.S.C. 106(f), 106(g), 40113, 44701–44702, 44704. ■ 24. Amend § 29.1557 in paragraph (d) by removing the citation ‘‘§ 29.811(h)(2)’’ and adding in its place the citation ‘‘§ 29.811(f)(2)’’. Department of Transportation, Post Office Box 25504, Oklahoma City, Oklahoma 73125–0504, or delivered to the Registry at 6425 S. Denning Ave., Oklahoma City, Oklahoma 73169’’ and adding in its place the phrase ‘‘must be delivered to the Registry by a means acceptable to the Administrator’’. PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES PART 49—RECORDING OF AIRCRAFT TITLES AND SECURITY DOCUMENTS ■ 25. The authority citation for part 33 continues to read as follows: ■ Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704. Authority: 4 U.S.T. 1830; Pub. L. 108–297, 118 Stat. 1095 (49 U.S.C. 40101 note, 49 U.S.C. 44101 note); 49 U.S.C. 106(g), 40113– 40114, 44101–44108, 44110–44113, 44704, 44713, 45302, 46104, 46301. § 29.1557 § 33.97 [Amended] 33. Amend § 49.1 in paragraph (a)(2) by removing the number ‘‘750’’ and adding in their place the number ‘‘550’’. e. § 60.13(a) and (c) through (f); f. § 60.14; g. § 60.15(a), (b)(1) through (3), (c)(1) introductory text, (c)(1)(i) and (ii), (f), (g) introductory text, (g)(6), (h), and (i); ■ h. § 60.16(a)(1)(i) through (iii), (a)(2)(i) and (ii), (b), and (c); ■ i. § 60.17(e) and (f); ■ j. § 60.19(b)(2) and (3); ■ k. § 60.21(a) introductory text, (b), and (c); ■ l. § 60.23(c)(1) introductory text and (c)(1)(i) through (iv); ■ m. § 60.25(b); ■ n. § 60.27(b)(1)(i) and (ii), (b)(2), and (c); ■ o. § 60.29(a) introductory text, (a)(1) through (3), (a)(4) introductory text, (a)(4)(i) and (ii), (b) introductory text, (b)(3), (c) introductory text, (c)(1) and (2), (d)(1) and (2), and (e); ■ p. § 60.31(b); and ■ q. § 60.37(a) introductory text. § 49.11 § 60.5 32. The authority citation for part 49 continues to read as follows: [Amended] 26. Amend § 33.97 in paragraph (a) by adding a comma after the word ‘‘endurance’’ in the first sentence. ■ § 49.1 [Amended] ■ PART 36—NOISE STANDARDS: AIRCRAFT TYPE AND AIRWORTHINESS CERTIFICATION 27. The authority citation for part 36 continues to read as follows: ■ § 36.1 [Amended] 28. Amend § 36.1 in paragraph (a)(4) by removing the word ‘‘argicultural’’ and adding in its place the word ‘‘agricultural’’. ■ 29. The authority citation for part 47 continues to read as follows: ■ Authority: 4 U.S.T. 1830; Public Law 108– 297, 118 Stat. 1095 (49 U.S.C. 40101 note, 49 U.S.C. 44101 note); 49 U.S.C. 106(f), 106(g), 40113–40114, 44101–44108, 44110–44113, 44703–44704, 44713, 45302, 45305, 46104, 46301. 30. Amend § 47.9 by revising paragraph (b) to read as follows: ■ Corporations not US citizens. lotter on DSK11XQN23PROD with RULES2 [Amended] 31. Amend § 47.19 by removing the phrase ‘‘must be mailed to the Registry, VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 35. Amend § 49.13 in paragraph (a) by removing the phrase ‘‘must be in ink’’ and adding in its place the phrase ‘‘must be signed in a manner acceptable to the Administrator’’. ■ PART 60—FLIGHT SIMULATION TRAINING DEVICE INITIAL AND CONTINUING QUALIFICATION AND USE 36. The authority citation for part 60 continues to read as follows: * * * * (b) For the purposes of registration, an aircraft is based and primarily used in the United States if the flight hours accumulated within the United States amount to at least 60 percent of the total flight hours of the aircraft during the period consisting in the remainder of the registration month and the succeeding 6 calendar months and each 6 calendar month period thereafter. * * * * * ■ [Amended] ■ * § 47.19 34. Amend § 49.11 by removing the phrase ‘‘must be mailed to the FAA Aircraft Registry, Department of Transportation, Post Office Box 25504, Oklahoma City, Oklahoma 73125–0504, or delivered to the Registry at 6425 S. Denning Ave., Oklahoma City, Oklahoma 73169’’ and adding in its place the phrase ‘‘must be delivered to the Registry by a means acceptable to the Administrator’’. § 49.13 PART 47—AIRCRAFT REGISTRATION § 47.9 [Amended] ■ Authority: 42 U.S.C. 4321 et seq.; 49 U.S.C. 106(g), 40113, 44701–44702, 44704, 44715; sec. 305, Pub. L. 96–193, 94 Stat. 50, 57; E.O. 11514, 35 FR 4247, 3 CFR, 1966–1970 Comp., p. 902. 75711 Authority: 49 U.S.C. 106(f), 106(g), 40113, and 44701; Public Law 111–216, 124 Stat. 2348 (49 U.S.C. 44701 note). § 60.5, § 60.7, § 60.9, § 60.11, § 60.13, § 60.14, § 60.15, § 60.16, § 60.17, § 60.19, § 60.21, § 60.23, § 60.25, § 60.27, § 60.29, § 60.31, § 60.37 [Amended] 37. Remove the word ‘‘NSPM’’ and add in its place the words ‘‘responsible Flight Standards office’’ wherever it appears in the following places: ■ a. § 60.5(c) and (d); ■ b. § 60.7(a)(2), (b)(3), (4), and (6), and (d)(2); ■ c. § 60.9(a), (b)(2), (c) introductory text, and (c)(3); ■ d. § 60.11(d); ■ PO 00000 Frm 00009 Fmt 4701 Sfmt 4700 ■ ■ ■ [Amended] 38. Amend § 60.5 in paragraph (a) by removing the words ‘‘National Simulator Program Manager (NSPM)’’ and adding in their place the words ‘‘responsible Flight Standards office’’. ■ § 60.19 [Amended] 39. Amend § 60.19 as follows: a. Amend paragraph (b)(4) by removing the first instance of the word ‘‘NSPM’’ and adding in its place the words ‘‘the responsible Flight Standards office’’; ■ b. Amend paragraph (b)(4) by removing the second instance of the word ‘‘NSPM’’ and adding in its place the words ‘‘responsible Flight Standards office’’; and ■ c. Amend paragraph (b)(6) by removing the words ‘‘an NSPM’’ and adding in its place the words ‘‘a responsible Flight Standards office’’. ■ 40. In appendix A to part 60: ■ a. In the introductory ‘‘Begin Information’’ text, remove the phrase ‘‘NSPM, or a person assigned by the NSPM,’’ and add in its place the words ‘‘responsible Flight Standards office’’. ■ b. In section 1: ■ i. Remove and reserve paragraph b; ■ ii. Remove the last sentence of paragraph c; ■ iii. In paragraph d.(12), add the words ‘‘Flightcrew Member’’ after ‘‘as amended,’’; and ■ iv. Revise paragraph d.(27). ■ c. In section 11: ■ i. In paragraph o. introductory text, remove the words ‘‘an NSP pilot’’ and add in its place the words, ‘‘a pilot from the responsible Flight Standards office’’ and remove the second instance of the word ‘‘NSP’’; ■ ■ E:\FR\FM\09DER2.SGM 09DER2 75712 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations ii. In paragraph r.(1), remove the word ‘‘NSP’’; and ■ iii. In paragraph v., remove the phrase ‘‘NSPM or visit the NSPM website’’ and add in its place the words, ‘‘responsible Flight Standards office’’. ■ d. In attachment 1, revise table A1A; ■ e. In attachment 2: ■ i. Revise table A2A; ■ ii. In section 8, in the first instance of paragraph d., remove the word ‘‘NSPM’’ and add in its place the words ‘‘the responsible Flight Standards office’’; and ■ iii. In table A2E, revise the entries for 1.a.2, 2.a.1.a., 2.a.2.a., and 2.a.3.a. ■ f. In attachment 3: ■ i. In section 2, remove the last sentence of paragraph g; and ■ ii. Revise the table A3C introductory text. ■ g. In attachment 4, revise figures A4A, A4C, A4D, and A4E; ■ h. In attachment 6, FTSD Directive 2: ■ i. In the undesignated paragraph following summary paragraph (e), remove the words ‘‘National Simulator Program Manager (NSPM)’’ and add in their place the words ‘‘responsible Flight Standards office’’. ■ ii. Remove the phrase ‘‘For Further Information Contact’’ paragraph before the heading ‘‘Specific Requirements’’; ■ iii. In section I, paragraph 5 introductory text, remove the word ‘‘NSP’s’’; ■ iv. In section II, paragraph 5 introductory text, remove the word ‘‘NSP’s’’; ■ v. In section III, paragraph 5 introductory text, remove the word ‘‘NSP’s’’; ■ vi. In section IV, paragraph 4 introductory text, remove the word ‘‘NSP’s’’; and lotter on DSK11XQN23PROD with RULES2 ■ VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 vii. In section V, paragraph 4 introductory text, remove the word ‘‘NSP’s’’. ■ i. Remove the word ‘‘NSPM’’ and adding in its place the words ‘‘responsible Flight Standards office’’ in the following places: ■ i. Section 1, paragraph c, the first two instances; ■ ii. Section 9, paragraphs d., d.(1), d.(2), g., h., and i.; ■ iii. Section 10, paragraph a.; ■ iv. Section 11, paragraphs b.(2), b.(3), d., f., g.(1), h., j. k., l., m., n., n.(2), o., p. q., r.(2), s., t., and w.; ■ v. Section 13, paragraphs a.(1), a.(3), a.(4), a.(5), d., and i.; ■ vi. Section 14, paragraphs a., d., e., and e.(1); ■ vii. Section 17, paragraphs b.(1) and b.(2); ■ viii. Sections 19 and 20; ■ ix. Attachment 2, section 2, paragraphs a., h., j., k., and l.; ■ x. Attachment 2, section 4, the second instance in paragraph b.(1); ■ xi. Attachment 2, section 5, paragraph b.; ■ xii. Attachment 2, section 8, paragraphs b., c., the second instance of d., f., and g.; ■ xiii. Attachment 2, section 9, paragraphs a., b. introductory text, b.(2), and c.(2)(i); ■ xiv. Attachment 2, section 12, paragraph a.; ■ xv. Attachment 2, section 13, paragraph b.(6); ■ xvi. Attachment 2, section 14, paragraph b.(4)(d); ■ xvii. Attachment 2, section 16, paragraphs a.(2) and b.(2); ■ xviii. Attachment 2, section 17, paragraphs c., d.(2), e., and f.; ■ PO 00000 Frm 00010 Fmt 4701 Sfmt 4700 xix. Attachment 3, section 1, paragraphs f., and g.; ■ xx. Attachment 3, section 2, paragraphs, b., and f.; ■ xxi. Attachment 5, section 7, paragraph a; ■ xxii. Attachment 5, section 8, introductory text and paragraph c.; ■ xxiii. Attachment 6, FSTD Directive 2, section I, paragraphs 5 and 6; ■ xxiv. Attachment 6, FSTD Directive 2, section II, paragraphs 3, 5, and 6; ■ xxv. Attachment 6, FSTD Directive 2, section III, paragraphs 3, 5, and 6; ■ xxvi. Attachment 6, FSTD Directive 2, section IV, paragraphs 4 and 5; and ■ xxii. Attachment 6, FSTD Directive 2, section V, paragraphs 4 and 5; ■ i. Remove the word ‘‘NSPM’’, and add in its place the words ‘‘Flight Standards Service’’ in the following places: ■ i. The introductory ‘‘Begin Information’’ text; and ■ ii. The first instance in attachment 2, section 4, paragraph b.(1). ■ j. Remove the word ‘‘NSP’’ from the following places: ■ i. Section 14, paragraph g.; and ■ ii. Attachment 3, paragraph 2.d. The revisions read as follows: ■ Appendix A to Part 60—Qualification Performance Standards for Airplane Full Flight Simulators * * * * * 1. Introduction (d) * * * (27) FAA Airman Certification Standards and Practical Test Standards for Airline Transport Pilot, Type Ratings, Commercial Pilot, and Instrument Ratings * E:\FR\FM\09DER2.SGM * * 09DER2 * * lotter on DSK11XQN23PROD with RULES2 General Simulator Requirements Jkt 259001 PO 00000 Frm 00011 Fmt 4701 Sfmt 4725 1. General Fli2ht Deck Confil!uration. 1.a. The simulator must have a flight deck that is a replica of the airplane simulated with controls, equipment, observable flight deck indicators, circuit breakers, and bulkheads properly located, functionally accurate and replicating the airplane. The direction of movement of controls and switches must be identical to the airplane. Pilot seats must allow the occupant to achieve the design "eye position" established for the airplane being simulated. Equipment for the operation of the flight deck windows must be included, but the actual windows need not be operable. Additional equipment such as fire axes, extinguishers, and spare light bulbs must be available in the FFS but may be relocated to a suitable location as near as practical to the original position. Fire axes, landing gear pins, and any similar purpose instruments need only be represented in silhouette. E:\FR\FM\09DER2.SGM 09DER2 The use of electronically displayed images with physical overlay or masking for simulator instruments and/or instrument panels is acceptable provided: (1) All instruments and instrument panel layouts are dimensionally correct with differences, if any, being imperceptible to the pilot; (2) Instruments replicate those of the airplane including full instrument functionality and embedded logic; (3) Instruments displayed are free of quantization (stepping); (4) Instrument display characteristics replicate those of the airplane including: resolution, colors, luminance, brightness, fonts, fill patterns, line styles and symbology; (5) Overlay or masking, including bezels and bugs, as applicable, replicates the airplane panel(s); (6) Instrument controls and switches replicate and operate with the same technique, effort, travel and in the same direction as those in the airplane; AIBICID Notes X X X X For simulator purposes, the flight deck consists of all that space forward of a cross section of the flight deck at the most extreme aft setting of the pilots' seats, including additional required crewmember duty stations and those required bulkheads aft of the pilot seats. For clarification, bulkheads containing only items such as landing gear pin storage compartments, fire axes and extinguishers, spare light bulbs, and aircraft document pouches are not considered essential and may be omitted. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 Entry Number INFORMATION Simulator Levels Attachment 1 * * * VerDate Sep<11>2014 Table AlA - Minimum Simulator Requirements QPS REQUIREMENTS 75713 ER09DE22.000</GPH> lotter on DSK11XQN23PROD with RULES2 Jkt 259001 PO 00000 Frm 00012 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM Level C and Level D only; ( 1) The display image of any three dimensional instrument, such as an electro-mechanical instrument, should appear to have the same three dimensional depth as the replicated instrument. The appearance of the simulated instrument, when viewed from the principle operator's angle, should replicate that of the actual airplane instrument. Any instrument reading inaccuracy due to viewing angle and parallax present in the actual airplane instrument should be duplicated in the simulated instrument display image. Viewing angle error and parallax must be minimized on shared instruments such and engine displays and standby indicators. 1.b. Those circuit breakers that affect procedures or result in observable flight deck indications must be properly located and functionally accurate. 2. Pro2rammin2. 2.a. A flight dynamics model that accounts for various combinations of drag and thrust normally encountered in flight must correspond to actual flight conditions, including the effect of change in airplane attitude, thrust, drag, altitude, temperature, gross weight, moments of inertia, center of gravity location, and configuration. An SOC is required. 09DER2 For Level C and Level D simulators, the effects of pitch attitude and of fuel slosh on the aircraft center of gravity must be simulated. The simulator must have the computer capacity, accuracy, resolution, and dynamic response needed to meet the qualification level sought. An SOC is required. X X X X X X X X The SOC should include a range of tabulated target values to enable a demonstration of the mass properties model to be conducted from the instructor's station. The data at a minimum should contain 3 weight conditions including X X zero fuel weight and maximum taxi weight with a least 2 different combinations of zero fuel weight, fuel weight and payload for each condition. X X X X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 X X 2.b. ER09DE22.001</GPH> 75714 VerDate Sep<11>2014 (7) Instrument lighting replicates that of the airplane and is operated from the FSTD control for that lighting and, if applicable, is at a level commensurate with other lighting operated by that same control; and (8) As applicable, instruments must have faceplates that replicate those in the airplane; and lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 2.c. Ground effect. 2.d.2. Ground reaction. Jkt 259001 2.d.1. PO 00000 Frm 00013 Ground reaction modeling must produce the appropriate effects during bounced or skipped landings, including the effects and indications of ground contact due to landing in an abnormal aircraft attitude (e.g. tailstrike or nosewheel contact). An SOC is required. Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 2.d.3. 09DER2 Aerodynamic and ground reaction modeling to support training in crosswinds and gusting crosswinds up to the aircraft's maximum demonstrated crosswind component. Realistic gusting crosswind profiles must be available to the instructors that have been tuned in intensity and variation to require pilot intervention to avoid runway departure during takeoff or landing roll. 2.e. An SOC is required describing source data used to construct gusting crosswind profiles. If the aircraft being simulated is one of the aircraft listed in§ 121.358, Lowaltitude windshear system equipment requirements, the simulator must employ windshear models that provide training for recognition ofwindshear X X X Ground effect includes modeling that accounts for roundout, flare, touchdown, lift, drag, pitching moment, trim, and power while in ground effect. X X X Ground reaction includes modeling that accounts for strut deflections, tire friction, and side forces. This is the reaction of the airplane upon contact with the runway during landing, and may differ with changes in factors such as gross weight, airspeed, or rate of descent on touchdown. X X X In developing gust models for use in training, the FSTD sponsor should coordinate with the data provider to ensure that X X the gust models do not exceed the capabilities of the aerodynamic and ground models. X X If desired, Level A and B simulators may qualify for windshear training by meeting these standards; see 75715 ER09DE22.002</GPH> Ground handling characteristics, including aerodynamic and ground reaction modeling including steering inputs, operations with crosswind, braking, thrust reversing, deceleration, and turning radius. X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 2.d. Surface operations must be represented to the extent that allows turns within the confines of the runway and adequate controls on the landing and roll-out from a crosswind approach to a landing. Ground handling and aerodynamic programming must include the following: lotter on DSK11XQN23PROD with RULES2 Jkt 259001 PO 00000 Frm 00014 Fmt 4701 The addition of realistic levels of turbulence associated with each required windshear profile must be available and selectable to the instructor. Sfmt 4725 E:\FR\FM\09DER2.SGM 2.f. 09DER2 2.g. ER09DE22.003</GPH> The simulator should employ a method to ensure the required survivable and non-survivable windshear scenarios are repeatable in the training environment. In addition to the four basic windshear models required for qualification, at least two additional "complex" windshear models must be available to the instructor which represent the complexity of actual windshear encounters. These models must be available in the takeoff and landing configurations and must consist of independent variable winds in multiple simultaneous components. The Windshear Training Aid provides two such example "complex" windshear models that may be used to satisfy this requirement. The simulator must provide for manual and automatic testing of simulator hardware and software programming to determine compliance with simulator objective tests as prescribed in Attachment 2 of this appendix. An SOC is required. Relative responses of the motion system, visual system, and flight deck instruments, measured by latency tests or transport delay tests. Motion onset should occur before the start of the visual scene change (the start of the scan of the first video field containing different information) but must occur before the end of the scan of that video field. Instrument response may not occur prior to motion onset. Test results must be within the following limits: X X Automatic "flagging" of outof-tolerance situations is encouraged. The intent is to verify that the simulator provides instrument, motion, and visual cues that are, within the stated time delays, like the airplane responses. For airplane Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 The QTG must reference the FAA Windshear Training Aid or present alternate airplane related data, including the implementation method(s) used. If the alternate method is selected, wind models from the Royal Aerospace Establishment (RAE), the Joint Airport Weather Studies (JAWS) Project and other recognized sources may be implemented, but must be supported and properly referenced in the QTG. Only those simulators meeting these requirements may be used to satisfy the training requirements of part 121 pertaining to a certificate holder's approved low-altitude windshear flight training program as described in§ 121.409. Attachment 5 of this appendix. Windshear models may consist of independent variable winds in multiple simultaneous components. The FAA Windshear Training Aid presents one acceptable means of compliance with simulator wind model requirements. 75716 VerDate Sep<11>2014 phenomena and the execution of recovery procedures. Models must be available to the instructor/evaluator for the following critical phases of flight: ( 1) Prior to takeoff rotation; (2) At liftoff; (3) During initial climb; and (4) On final approach, below 500 ft AGL. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 2.2.l. 2.g.2. 2.h. Jkt 259001 PO 00000 Frm 00015 2.i. Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 2.j. 300 milliseconds of the airplane response. 100 milliseconds of the airplane response (motion and instrument cues) 120 milliseconds of the airplane response (visual system cues) The simulator must accurately reproduce the following runway conditions: (1) Dry; (2) Wet; (3) Icy; (4) Patchy Wet; (5) Patchy Icy; and (6) Wet on Rubber Residue in Touchdown Zone. An SOC is required. The simulator must simulate: (1) brake and tire failure dynamics, including antiskid failure; and (2) decreased brake efficiency due to high brake temperatures, if applicable. 09DER2 An SOC is required. Engine and Airframe Icing Modeling that includes the effects of icing, where appropriate, on the airframe, aerodynamics, and the engine(s). Icing models must simulate the aerodynamic degradation effects of ice accretion on the airplane lifting surfaces including loss of lift, decrease in stall angle of attack, change in pitching moment, decrease in control effectiveness, and changes in control forces in addition to any overall increase in drag. Aircraft systems ( such as the stall protection system and autoflight system) must respond properly to ice accretion consistent with the simulated aircraft. Aircraft OEM data or other acceptable analytical methods must be utilized to develop ice accretion models. Acceptable analytical methods may include wind tunnel analysis and/or engineering analysis of the aerodynamic effects of icing on the lifting surfaces coupled with tuning and supplemental subjective assessment by a subject matter expert pilot. X X X X X X X X Simulator pitch, side loading, and directional control characteristics should be representative of the airplane. X X SOC should be provided describing the effects which provide training in the specific skills required for recognition of icing phenomena and execution ofrecovery. The SOC should describe the source data and any analytical methods used to develop ice accretion models including verification that these effects have been tested. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 response, acceleration in the appropriate, corresponding rotational axis is preferred. Icing effects simulation models are only required for those 75717 ER09DE22.004</GPH> lotter on DSK11XQN23PROD with RULES2 Jkt 259001 PO 00000 Frm 00016 2.1. Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.005</GPH> 2.m. The aerodynamic modeling in the simulator must include: (1) Low-altitude level-flight ground effect; (2) Mach effect at high altitude; (3) Normal and reverse dynamic thrust effect on control surfaces; (4) Aeroelastic representations; and (5) Nonlinearities due to sideslip. An SOC is required and must include references to computations of aeroelastic representations and of nonlinearities due to sideslip. The simulator must have aerodynamic and ground reaction modeling for the effects of reverse thrust on directional control, if applicable. An SOC is required. High Angle of Attack Modeling Aerodynamic stall modeling that includes degradation in static/dynamic lateral-directional stability, degradation in control response (pitch, roll, and yaw), uncommanded roll response or roll-off requiring significant control deflection to counter, apparent randomness or non-repeatability, changes in pitch stability, Mach effects, and stall buffet, as appropriate to the aircraft type. The aerodynamic model must incorporate an angle of attack and sideslip range to support the training tasks. At a minimum, the model must support an angle of attack range to ten degrees beyond the stall identification angle of attack. The stall identification angle of attack is defined as the point where the behavior of the airplane gives the pilot a clear and distinctive indication through the inherent flight characteristics or the characteristics resulting from the operation of a stall identification device (e.g., a stick pusher) that the airplane has stalled. See Attachment 7 of this Appendix for further guidance material. X See Attachment 2 of this appendix, paragraph 5, for further information on ground effect. X X X X X The requirements in this section only apply to those FSTDs that are qualified for full stall training tasks. Sponsors may elect to not qualify an FSTD for full stall training tasks; however, the FSTD's qualification will be restricted to approach to stall training tasks that terminate at the activation of the stall warning system. Specific guidance should be available to the instructor which clearly communicates the flight configurations and stall maneuvers that have been Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 2.k. airplanes authorized for operations in icing conditions. 75718 VerDate Sep<11>2014 SOC and tests required. See objective testing requirements (Attachment 2, test 2.i.). lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 See Attachment 7 of this Appendix for additional guidance material. (1) Stall entry at wings level (lg); (2) Stall entry in turning flight of at least 25° bank angle (accelerated stall); (3) Stall entry in a power-on condition (required only for propeller driven aircraft); and (4) Aircraft configurations of second segment climb, high altitude cruise (near performance limited condition), and approach or landing. Jkt 259001 PO 00000 Frm 00017 A Statement of Compliance (SOC) is required which describes the aerodynamic modeling methods, validation, and checkout of the stall characteristics of the FSTD. The SOC must also include verification that the FSTD has been evaluated by a subject matter expert pilot acceptable to the FAA. See Attachment 7 of this Appendix for detailed requirements. Fmt 4701 Sfmt 4725 Where known limitations exist in the aerodynamic model for particular stall maneuvers (such as aircraft configurations and stall entry methods), these limitations must be declared in the required SOC. E:\FR\FM\09DER2.SGM 09DER2 2.n. FSTDs qualified for full stall training tasks must also meet the instructor operating station (IOS) requirements for upset prevention and recovery training (UPRT) tasks as described in section 2.n. of this table. See Attachment 7 of this Appendix for additional requirements. Upset Prevention and Recovery Training (UPRT). Aerodynamics Evaluation: The simulator must be evaluated for specific upset recovery maneuvers for the purpose of determining that the combination of angle of attack and side slip does not exceed the range of flight test validated data or wind tunnel/analytical data while performing the recovery maneuver. The following minimum set of required upset recovery maneuvers must be evaluated in this manner and made available to the instructor/evaluator. Other upset recovery scenarios as developed by the FSTD sponsor must be evaluated in the same manner: X X This section generally applies to the qualification of airplane upset recovery training maneuvers or unusual attitude training maneuvers that exceed one or more of the following conditions: ■ Pitch attitude greater than 25 degrees, nose up 75719 ER09DE22.006</GPH> evaluated in the FSTD for use in training. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 The model must be capable of capturing the variations seen in the stall characteristics of the airplane (e.g., the presence or absence of a pitch break, deterrent buffet, or other indications of a stall where present on the aircraft). The aerodynamic modeling must support stall training maneuvers in the following flight conditions: lotter on DSK11XQN23PROD with RULES2 Jkt 259001 Upset Scenarios: IOS selectable dynamic airplane upsets must provide guidance to the instructor concerning the method used to drive the FSTD into an upset condition, including any malfunction or degradation in the FSTD's functionality required to initiate the upset. The unrealistic degradation of simulator functionality (such as degrading flight control effectiveness) to drive an airplane upset is generally not acceptable unless used purely as a tool for repositioning the FSTD with the pilot out of the loop. PO 00000 Frm 00018 Fmt 4701 Instructor Operating System (IOS): The simulator must have a feedback mechanism in place to notify the instructor/evaluator when the simulator's validated aerodynamic envelope and aircraft operating limits have been exceeded during an upset recovery training task. This feedback mechanism must include: Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 ( 1) FS TD validation envelope. This must be in the form of an alpha/beta envelope (or equivalent method) depicting the "confidence level" of the aerodynamic model depending on the degree of flight validation or source of predictive methods The envelopes must provide the instructor real-time feedback on the simulation during a maneuver. There must be a minimum of a flaps up and flaps down envelope available; (2) Flight control inputs. This must enable the instructor to assess the pilot's flight control displacements and forces (including fly-bywire as appropriate); and (3) Airplane operational limits. This must display the aircraft operating limits during the maneuver as applicable for the configuration of the airplane. ■ Pitch attitude greater than 10 degrees, nose down Bank angle greater than 45 degrees Flight at airspeeds inappropriate for conditions. FSTDs used to conduct upset recovery maneuvers at angles of attack above the stall warning system activation must meet the requirements for high angle of attack modeling as described in section 2.m. Special consideration should be given to the motion system response during upset prevention and recovery maneuvers. Notwithstanding the limitations of simulator motion, specific emphasis should be placed on tuning out motion system responses. Consideration should be taken with flight envelope protected airplanes as artificially positioning the airplane to a specified attitude may incorrectly initialize flight control laws. See Attachment 7 of this Appendix for further guidance material. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 ■ Statement of Compliance (SOC): An SOC is required that defines the source data used to construct the FSTD validation envelope. The SOC must also verify that each upset prevention and recovery feature programmed at the instructor station and the associated training maneuver has been evaluated by a suitably qualified pilot using methods described in this section. The statement must confirm that the recovery maneuver can be performed such ER09DE22.007</GPH> ■ 75720 VerDate Sep<11>2014 (1) A nose-high, wings level aircraft upset; (2) A nose-low aircraft upset; and (3) A high bank angle aircraft upset. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 Jkt 259001 PO 00000 3.b. Frm 00019 Fmt 4701 3.b.1. Sfmt 4725 3.b.2. E:\FR\FM\09DER2.SGM 3.c. For Level C and Level D simulators, instrument indications must also respond to effects resulting from icing. Communications, navigation, caution, and warning equipment must be installed and operate within the tolerances applicable for the airplane. Instructor control of internal and external navigational aids.Navigation aids must be usable within range or line-of-sight without restriction, as applicable to the geographic area. Complete navigation database for at least 3 airports with corresponding precision and non-precision approach procedures, including navigational database updates. Complete navigation database for at least 1 airport with corresponding precision and non-precision approach procedures, including navigational database updates. Simulated airplane systems must operate as the airplane systems operate under normal, abnormal, and emergency operating conditions on the ground and in flight. 09DER2 Once activated, proper systems operation must result from system management by the crew member and not require any further input from the instructor's controls. X X X X X X X X See Attachment 3 of this appendix for further information regarding longrange navigation equipment. X X X X X X X X Airplane system operation should be predicated on, and traceable to, the system data supplied by the airplane manufacturer, original equipment manufacturer or alternative approved data for the airplane system or component. ER09DE22.008</GPH> 75721 At a minimum, alternate approved data should validate the operation of all normal, abnormal, and emergency operating procedures and Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 that the FSTD does not exceed the FSTD validation envelope, or when exceeded, that it is within the realm of confidence in the simulation accuracy. 3. Equipment Operation. 3.a. All relevant instrument indications involved in the simulation of the airplane must automatically respond to control movement or external disturbances to the simulated airplane; e.g., turbulence or windshear. Numerical values must be presented in the appropriate units. lotter on DSK11XQN23PROD with RULES2 Jkt 259001 PO 00000 3.e. Frm 00020 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.009</GPH> 3.f. The simulator must provide pilot controls with control forces and control travel that correspond to the simulated airplane. The simulator must also react in the same manner as in the airplane under the same flight conditions. Control systems must replicate airplane operation for the normal and any nonnormal modes including back-up systems and should reflect failures of associated systems. Annropriate cockpit indications and messages must be replicated. Simulator control feel dynamics must replicate the airplane. This must be determined by comparing a recording of the control feel dynamics of the simulator to airplane measurements. For initial and upgrade qualification evaluations, the control dynamic characteristics must be measured and recorded directly from the flight deck controls, and must be accomplished in takeoff, cruise, and landing flight conditions and configurations. For aircraft equipped with a stick pusher system, control forces, displacement, and surface position must correspond to that of the airplane being simulated. A Statement of Compliance (SOC) is required verifying that the stick pusher system has been modeled, programmed, and validated using the aircraft manufacturer's design data or other acceptable data source. The SOC must address, at a minimum, stick pusher activation and cancellation logic as well as system dynamics, control displacement and forces as a result of the stick pusher activation. Tests required. 4. Instructor or Evaluator Facilities. 4.a. In addition to the flight crewmember stations, the simulator must have at least two suitable seats for the instructor/check airman and FAA inspector. These seats must provide adequate vision to the pilot's panel and forward windows. All seats other than flight crew seats need not represent those found in the airplane, but must be adequately secured to the floor and equipped with similar positive restraint devices. 4.b. The simulator must have controls that enable the instructor/evaluator to control all required system variables and insert all abnormal or emergency conditions into the simulated airplane systems as described in the sponsor's X X X X X X X X See Appendix A, Table A2A, test 2.a.10 (stick pusher system force calibration) for objective testing requirements. The requirements in this section only apply to those FSTDs that are qualified for full stall training tasks. X X X X The responsible Flight Standards office will consider alternatives to this standard for additional seats based on unique flight deck configurations. X X X X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 3.d. 75722 VerDate Sep<11>2014 training tasks the FSTD is qualified to conduct. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 4.d. Jkt 259001 PO 00000 5. Motion System. The simulator must have motion (force) cues perceptible to the pilot that are 5.a. representative of the motion in an airplane. Frm 00021 5.b. Fmt 4701 Sfmt 4725 5.c. E:\FR\FM\09DER2.SGM 5.d. 09DER2 5.e. 5.e.1. The simulator must have a motion (force cueing) system with a minimum of three degrees of freedom (at least pitch, roll, and heave). An SOC is required. The simulator must have a motion (force cueing) system that produces cues at least equivalent to those of a six-degrees-of-freedom, synergistic platform motion system (i.e., pitch, roll, yaw, heave, sway, and surge). An SOC is required. The simulator must provide for the recording of the motion system response time. X X For example, another airplane crossing the active runway or converging airborne traffic. X X X X For example, touchdown cues should be a function of the rate of descent (RoD) of the simulated airplane. X X X X X X X X X X X If there are known flight conditions where buffet is the first indication of the stall, or where no stall buffet occurs, this characteristic should be included in the model. 75723 An SOC is required. The simulator must provide motion effects programming to include: (1) Thrust effect with brakes set; (2) Runway rumble, oleo deflections, effects of ground speed, uneven runway, centerline lights, and taxiway characteristics; (3) Buffets on the ground due to spoiler/speedbrake extension and thrust reversal; (4) Bumps associated with the landing gear; (5) Buffet during extension and retraction of landing gear; (6) Buffet in the air due to flap and spoiler/speedbrake extension; (7) Approach-to-stall buffet and stall buffet (where annlicable); X X X X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 ER09DE22.010</GPH> 4.c. FAA-approved training program; or as described in the relevant operating manual as annropriate. The simulator must have instructor controls for all environmental effects expected to be available at the IOS; e.g., clouds, visibility, icing, precipitation, temperature, storm cells and micro bursts, turbulence, and intermediate and high altitude wind speed and direction. The simulator must provide the instructor or evaluator the ability to present ground and air hazards. lotter on DSK11XQN23PROD with RULES2 X X Jkt 259001 PO 00000 Frm 00022 Fmt 4701 X The simulator should be programmed and instrumented in such a manner that the characteristic buffet modes can be measured and compared to airplane data. Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 6. Visual System. The simulator must have a visual system providing an out-of-the-flight deck 6.a. view. The simulator must provide a continuous collimated field-of-view of at least 6.b. 45° horizontally and 30° vertically per pilot seat or the number of degrees necessary to meet the visual ground segment requirement, whichever is greater. Both pilot seat visual systems must be operable simultaneously. The minimum horizontal field-of-view coverage must be plus and minus one-half (½) of the minimum continuous field-of-view requirement, centered on the zero degree azimuth line relative to the aircraft fuselage. 6.c. 6.d. ER09DE22.011</GPH> An SOC is required and must explain the system geometry measurements including system linearity and field-of-view. (Reserved) The simulator must provide a continuous collimated visual field-of-view of at leastl 76° horizontally and 36° vertically or the number of degrees necessary to meet the visual ground segment requirement, whichever is greater. The minimum horizontal field-of-view coverage must be plus and minus one-half X X X X X X Additional field-of-view capability may be added at the sponsor's discretion provided the minimum fields of view are retained. X X The horizontal field-of-view is traditionally described as a 180° field-of-view. However, the field-of-view is technically Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 5.f. 75724 VerDate Sep<11>2014 5.e.2. (8) Representative touchdown cues for main and nose gear; (9) Nosewheel scuffing, if applicable; (10) Mach and maneuver buffet; (11) Engine failures, malfunctions, and engine damage (12) Tail and pod strike; (13) Taxiing effects such as lateral and directional cues resulting from steering and braking inputs; (14) Buffet due to atmospheric disturbances (e.g. buffets due to turbulence, gusting winds, storm cells, windshear, etc.) in three linear axes (isotropic); (15) Tire failure dynamics; and (16) Other significant vibrations, buffets and bumps that are not mentioned above (e.g. RAT), or checklist items such as motion effects due to pre-flight flight control inputs. The simulator must provide characteristic motion vibrations that result from operation of the airplane if the vibration marks an event or airplane state that can be sensed in the flight deck. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 (½) of the minimum continuous field-of-view requirement, centered on the zero degree azimuth line relative to the aircraft fuselage. The visual system must be free from optical discontinuities and artifacts that create non-realistic cues. 6.f. The simulator must have operational landing lights for night scenes. Where used, dusk (or twilight) scenes require operational landing lights. The simulator must have instructor controls for the following: Jkt 259001 6.e. PO 00000 Frm 00023 6.g. Fmt 4701 Sfmt 4725 6.h. E:\FR\FM\09DER2.SGM 6.i. 09DER2 6.j. 6.k. The simulator must provide visual cues necessary to assess sink rates (provide depth perception) during takeoffs and landings, to include: (1) Surface on runways, taxiways, and ramps; and (2) Terrain features. The simulator must provide for accurate portrayal of the visual environment relating to the simulator attitude. X X X X X X X X This will show the modeling accuracy ofRVR, glideslope, and localizer for a given weight, configuration, and speed within the airplane's operational envelope for a normal approach and landing. X X X X X X X Visual attitude vs. simulator attitude is a comparison of pitch and roll of the horizon as displayed in the visual scene 75725 ER09DE22.012</GPH> (1) Visibility in statute miles (km) and runway visual range (RVR) in ft.(m); (2) Airport selection; and (3) Airport lighting. The simulator must provide visual system compatibility with dynamic response programming. The simulator must show that the segment of the ground visible from the simulator flight deck is the same as from the airplane flight deck (within established tolerances) when at the correct airspeed, in the landing configuration, at the appropriate height above the touchdown zone, and with appropriate visibility. X X X X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 An SOC is required and must explain the system geometry measurements including system linearity and field-of-view. no less than 176°. Additional field-of-view capability may be added at the sponsor's discretion provided the minimum fields of view are retained. X X X X Non-realistic cues might include image "swimming" and image "roll-off," that may lead a pilot to make incorrect assessments of speed, acceleration, or situational awareness. X X X X lotter on DSK11XQN23PROD with RULES2 Jkt 259001 6.m. 6.n. PO 00000 Frm 00024 6.o. Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 6.p. ER09DE22.013</GPH> The simulator must provide for quick confirmation of visual system color, RVR, focus, and intensity. An SOC is required. The simulator must be capable of producing at least 10 levels of occulting. Night Visual Scenes. When used in training, testing, or checking activities, the simulator must provide night visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing. Scenes must include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illuminated by airplane landing lights. Dusk (or Twilight) Visual Scenes. When used in training, testing, or checking activities, the simulator must provide dusk ( or twilight) visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing. Dusk (or twilight) scenes, as a minimum, must provide full color presentations of reduced ambient intensity, sufficient surfaces with appropriate textural cues that include self-illuminated objects such as road networks, ramp lighting and airport signage, to conduct a visual approach, landing and airport movement (taxi). Scenes must include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illuminated by airplane landing lights. If provided, directional horizon lighting must have correct orientation and be consistent with surface shading effects. Total night or dusk (twilight) scene content must be comparable in detail to that produced by 10,000 visible textured surfaces and 15,000 visible lights with sufficient system capacity to display 16 simultaneously moving objects. An SOC is required. Daylight Visual Scenes. The simulator must provide daylight visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing. Any ambient lighting must not "washout" the displayed visual scene. Total daylight scene content must be X X X X X X X X X X X X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 6.1. 75726 VerDate Sep<11>2014 compared to the display on the attitude indicator. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 Jkt 259001 6.q. An SOC is required. The simulator must provide operational visual scenes that portray physical relationships known to cause landing illusions to pilots. PO 00000 Frm 00025 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 6.s. 6.t. 6.u. The simulator must provide special weather representations of light, medium, and heavy precipitation near a thunderstorm on takeoff and during approach and landing. Representations need only be presented at and below an altitude of 2,000 ft. (610 m) above the airport surface and within 10 miles (16 km) of the airport. The simulator must present visual scenes of wet and snow-covered runways, including runway lighting reflections for wet conditions, partially obscured lights for snow conditions, or suitable alternative effects. The simulator must present realistic color and directionality of all airport lighting. The following weather effects as observed on the visual system must be simulated and respective instructor controls provided. (1) Multiple cloud layers with adjustable bases, tops, sky coverage and scud effect; (2) Storm cells activation and/or deactivation; (3) Visibility and runway visual range (RVR), including fog and patchy fog effect; (4) Effects on ownship external lighting; (5) Effects on airport lighting (including variable intensity and fog effects); (6) Surface contaminants (including wind blowing effect); (7) Variable precipitation effects (rain, hail, snow); (8) In-cloud airspeed effect; and (9) Gradual visibility changes entering and breaking out of cloud. X X X X X X Scud effects are low, detached, and irregular clouds below a defined cloud layer. Atmospheric model should support representative effects of wake turbulence and mountain waves as needed to enhance UPRT training. The mountain wave model should support the atmospheric climb, descent, and roll rates which can be encountered in 75727 ER09DE22.014</GPH> 6.r. X X For example: short runways, landing approaches over water, uphill or downhill runways, rising terrain on the approach path, unique topographic features. X X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 comparable in detail to that produced by 10,000 visible textured surfaces and 6,000 visible lights with sufficient system capacity to display 16 simultaneously moving objects. The visual display must be free of apparent and distracting quantization and other distracting visual effects while the simulator is in motion. lotter on DSK11XQN23PROD with RULES2 Jkt 259001 PO 00000 Frm 00026 7. Sound System. The simulator must provide flight deck sounds that result from pilot actions 7.a. that correspond to those that occur in the airplane. 7.b. The volume control must have an indication of sound level setting which meets all qualification requirements. Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 7.c. The simulator must accurately simulate the sound of precipitation, windshield wipers, and other significant airplane noises perceptible to the pilot during normal and abnormal operations, and include the sound of a crash (when the simulator is landed in an unusual attitude or in excess of the structural gear limitations); normal engine and thrust reversal sounds; and the sounds of flap, gear, and spoiler extension and retraction. Sounds must be directionally representative. ER09DE22.015</GPH> X X X X X X X X For Level D simulators, this indication should be readily available to the instructor on or about the IOS and is the sound level setting required to meet the objective testing requirements as described in Table A2A of this Appendix. For all other simulator levels, this indication is the sound level setting as evaluated during the simulator's initial evaluation. X X For simulators qualified for full stall training tasks, sounds associated with stall buffet should be replicated if significant in the airplane. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 The simulator must provide visual effects for: (1) Light poles; (2) Raised edge lights as appropriate; and (3) Glow associated with approach lights in low visibility before physical lights are seen, 75728 VerDate Sep<11>2014 6.v. mountain wave and rotor conditions. X X Visual effects for light poles and raised edge lights are for the purpose of providing additional depth perception during takeoff, landing, and taxi training tasks. Three dimensional modeling of the actual poles and stanchions is not required. lotter on DSK11XQN23PROD with RULES2 * * * VerDate Sep<11>2014 * Jkt 259001 PO 00000 Frm 00027 Fmt 4701 X Sfmt 4700 E:\FR\FM\09DER2.SGM 09DER2 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations * 18:43 Dec 08, 2022 7.d. A SOC is required. The simulator must provide realistic amplitude and frequency of flight deck noises and sounds. Simulator performance must be recorded, compared to amplitude and frequency of the same sounds recorded in the airplane, and be made a part of the QTG. 75729 ER09DE22.016</GPH> lotter on DSK11XQN23PROD with RULES2 Title Simulator Level AIBlcio Notes Minimum radius turn. ±0.9 m (3 ft) or ±20% of airplane turn radius. Ground. 1.a.2 Rate of tum versus nosewheel steering angle (NWA). ±10% or ±2°/s of turn rate. Ground. Fmt 4701 1.b. Takeoff. l.b.l Ground acceleration time and distance. ±1.5 s or ±5% of time; and ±61 m (200 ft) or ±5% of distance. Takeoff. l.b.2 Minimum control speed, ground (Vm,g) using aerodynamic controls only per applicable airworthiness requirement or alternative engine inoperative test to demonstrate ground control characteristics. ±25% of maximum airplane lateral deviation reached or ±1.5 m (5 ft). Takeoff. PO 00000 Taxi. 1.a.1 Frm 00028 Jkt 259001 1. Performance. 1.a. Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.017</GPH> Test Details For airplanes with reversible flight control systems: ±2.2 daN (5 !bf) or ±10% of rudder pedal force. Plot both main and nose gear loci and key engine parameter(s). Data for no brakes and the minimum thrust required to maintain a steady tum except for airplanes requiring asymmetric thrust or braking to achieve the minimum radius turn. Record for a minimum of two speeds, greater than minimum turning radius speed with one at a typical taxi speed, and with a spread of at least 5 kt. Note.-All airplane manufacturer commonlyused certificated take-offflap settings must be demonstrated at least once either in minimum unstick speed (l.b.3), normal take-off (l.b.4), critical engine failure on take-off (1. b. 5) or crosswind take-off (l.b.6). Acceleration time and distance must be recorded for a minimum of 80% of the total time from brake release to V,. Preliminary aircraft certification data may be used. Engine failure speed must be within ± l kt of airplane engine failure speed. Engine thrust decay must be that resulting from the mathematical model for the engine applicable to the FSTD under test. If the modeled engine is not the same as the airplane manufacturer's flight test engine, a further test may be run with the same initial conditions using the thrust from the flight test data as the driving parameter. X X X X X X X X X X May be combined with normal takeoff(l.b.4.) or rejected takeoff(l.b.7.). Plotted data should be shown using appropriate scales for each portion of the maneuver. X X X X If a V m,g test is not available, an acceptable alternative is a flight test snap engine deceleration to idle at a speed between V 1 and V 1-10 kt, followed by control of heading using aerodynamic control only and recovery should be achieved with the main gear on the ground. To ensure only aerodynamic control, nosewheel steering should be disabled ( i.e. castored) or the nosewheel held slightly off the ground. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations Tolerance Entry .1 Number Flight Conditions 75730 18:43 Dec 08, 2022 Test INFORMATION Attachment 2 * * * VerDate Sep<11>2014 A2A - Table Full Flight Simulator (FFS) Objective Tests QPS REQUIREMENTS lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 t.b.3 ±3 kt airspeed. ±1.5° pitch angle. Takeoff. Record time history data from IO knots before start of rotation until at least 5 seconds after the occurrence of main gear lift-off. X X X X Jkt 259001 PO 00000 Frm 00029 l.b.4 Normal take-off. ±3 kt airspeed. ±1.5° pitch angle. Fmt 4701 ±6 m (20 ft) height. Sfmt 4725 For airplanes with reversible flight control systems: ±1.5° AOA. E:\FR\FM\09DER2.SGM 1.b.5 Critical engine failure on take-off. ±2.2 daN (5 lbt) or ±10% ofcolumn force. ±3 kt airspeed. ±1.5° pitch angle. ±1.5° AOA. Data required for near maximum certificated takeoff weight at mid center of gravity location and light takeoff weight at an aft center of gravity location. If the airplane has more than one certificated takeoff configuration, a different configuration must be used for each weight. Takeoff. Record takeoff profile to at least 61 m (200 ft) AGL. 09DER2 Engine failure speed must be within ±3 kt of airplane data. ±2° roll angle. Test at near maximum takeoff weight. ±2° side-slip angle. For airplanes with reversible flight control systems: ±2.2 daN (5 lbt) or ±10% of column force; X X X If either of these alternative solutions is selected, aft body contact/tail strike protection functionality, if present on the airplane, should be active. The test may be used for ground acceleration time and distance (Lb.I). Plotted data should be shown using appropriate scales for each portion of the maneuver. X X X X 75731 ± 1.3 daN (3 lbt) or ±10% of wheel force; and X Record takeoff profile from brake release to at least 61 m (200 ft) AGL. ±6 m (20 ft) height. ±3° heading angle. ER09DE22.018</GPH> Takeoff. V mu is defined as the minimum speed at which the last main landing gear leaves the ground. Main landing gear strut compression or equivalent air/ground signal should be recorded. If a V mu test is not available, alternative acceptable flight tests are a constant highattitude takeoff run through main gear lift-off or an early rotation takeoff. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 Minimum unstick speed (Vmu) or equivalent test to demonstrate early rotation take-off characteristics. lotter on DSK11XQN23PROD with RULES2 Crosswind takeoff. 75732 VerDate Sep<11>2014 l.b.6 ±2.2 daN (5 lb1) or ±10% of rudder pedal force. ± 3 kt airspeed. Takeoff. Record takeoff profile from brake release to at least 61 m (200 ft) AGL. X X In those situations where a maximum crosswind or a maximum demonstrated crosswind is not known, contact the responsible Flight Standards office. X X X X Autobrakes will be used where applicable. X X For safety considerations, airplane flight test may be performed out of ground effect at a safe altitude, but with correct airplane configuration and airsoeed. This test requires test data, including wind profile, for a crosswind component of at least 60% of the airplane performance data value measured at 10 m (33 ft) above the runway. ±1.5° AOA. ±6 m (20 ft) height. Jkt 259001 ±2° roll angle. Wind components must be provided as headwind and crosswind values with respect to the runway. ±2° side-slip angle. PO 00000 ±3 ° heading angle. Frm 00030 Correct trends at ground speeds below 40 kt for rudder/pedal and heading angle. Fmt 4701 For airplanes with reversible flight control systems: Sfmt 4725 ±2.2 daN (5 lb1) or ±10% ofcolumn force; ±1.3 daN (3 lb1) or ±10% of wheel force; and l.b.7. Rejected Takeoff. ±2.2 daN (5 lb1) or ±10% of rudder pedal force. ±5% of time or ±1.5 s. Takeoff. Record at mass near maximum takeoff weight. Speed for reject must be at least 80% ofV 1. 09DER2 ±7.5% of distance or ±76 m (250 ft). Maximum braking effort, auto or manual. Where a maximum braking demonstration is not available, an acceptable alternative is a test using approximately 80% braking and full reverse, if applicable. Dynamic Engine Failure After Takeoff. ±2°/s or ±20% of body angular rates. Takeoff. Time and distance must be recorded from brake release to a full stoo. Engine failure speed must be within ±3 kt of airplane data. Engine failure may be a snap deceleration to idle. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 E:\FR\FM\09DER2.SGM X ±1.5° pitch angle. 1.b.8. ER09DE22.019</GPH> X lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 Record hands-off from 5 s before engine failure to +5 s or 30° roll angle, whichever occurs first. I.e. Climb. 1.c.1. Normal Climb, all engines operating. ±3 kt airspeed. Clean. ±0.5 mis (100 ft/ min) or ±5% of rate of climb. Flight test data are preferred; however, airplane performance manual data are an acceptable alternative. Jkt 259001 PO 00000 1.c.2. One-engineinoperative 2nd segment climb. Fmt 4701 E:\FR\FM\09DER2.SGM X X X X X X X X X X FSTD performance is to be recorded over an interval of at least 300 m (1 000 ft). Frm 00031 Sfmt 4725 X Record at nominal climb speed and mid initial climb altitude. ±3 kt airspeed. 2nd segment climb. ±0.5 mis (100 ft/ min) or ±5% of rate of climb, but not less than airplane performance data requirements. Flight test data is preferred; however, airplane performance manual data is an acceptable alternative. Record at nominal climb speed. FSTD performance is to be recorded over an interval ofat least 300 m (1,000 ft). Test at WAT (weight, altitude or temperature) limiting condition. One Engine Inoperative En route Climb. ±10% time, ±10% distance, ±10% fuel used Clean 1.c.4. One Engine Inoperative Approach Climb for airplanes with icing accountability if provided in the airplane performance data for this phase of flight. ±3 kt airspeed. Approach 09DER2 1.c.3. 1.d. Cruise/ Descent. l.d.1. Level flight acceleration ±0.5 mis (100 ft/ min) or ±5% rate of climb, but not less than airplane performance data. ±5%Time Flight test data or airplane performance manual data may be used. Test for at least a 1,550 m (5,000 ft) segment. Flight test data or airplane performance manual data may be used. X X FSTD performance to be recorded over an interval ofat least 300 m (1,000 ft). Cruise Time required to increase airspeed a minimum of 50 kt, using maximum continuous thrust rating or equivalent. Airplane should be configured with all anti-ice and de-ice systems operating normally, gear up and goaround flap. All icing accountability considerations, in accordance with the airplane performance data for an approach in icing conditions, should be annlied. Test near maximum certificated landing weight as may be applicable to an approach in icing conditions. X X X X 75733 For airplanes with a small operating speed range, speed change may be reduced to 80% of operational speed change. ER09DE22.020</GPH> X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 CCA: Test in Normal and Non-normal control state. lotter on DSK11XQN23PROD with RULES2 Level flight deceleration. Cruise performance. 1.d.4. Idle descent. Cruise ±.05 EPR or ±3% Nl or ±5% of torque. ±5% of fuel flow. ±3 kt airspeed. Cruise. Clean. Jkt 259001 ±1.0 mis (200 ft/min) or ±5% of rate of descent. PO 00000 l.d.5. Emergency descent. Time required to decrease airspeed a minimum of X X X X X X 50 kt, using idle power. ±5 kt airspeed. As per airplane performance data. For airplanes with a small operating speed range, speed change may be reduced to 80% of ooerational soeed change_ The test may be a single snapshot showing instantaneous fuel flow, or a minimum of two consecutive snapshots with a spread of at least 3 minutes in steady flight. Idle power stabilized descent at normal descent speed at mid altitude. FSTD performance to be interval ofat least 300 m FSTD performance to be interval ofat least 900 m recorded over an (1,000 ft). recorded over an (3,000 ft). Frm 00032 Fmt 4701 X X X X X X X X X X X X X X X X X ±1.5 mis (300 ft/min) or ±5% of rate of descent. I.e. Stopping. 1.e.1. Deceleration time and distance, manual wheel brakes, dry runway, no reverse thrust. Sfmt 4725 E:\FR\FM\09DER2.SGM X 1.e.2. 09DER2 Deceleration time and distance, reverse thrust, no wheel brakes, dry runway. ±1.5 s or ±5% of time. Landing. For distances up to 1,220 m (4, 000 ft), the smaller of ±61 m (200 ft) or ± 10% of distance. Time and distance must be recorded for at least 80% of the total time from touchdown to a full stop. Position of ground spoilers and brake system pressure must be plotted (if applicable). For distances greater than 1,220 m (4, 000 ft), ±5% of distance. Data required for medium and near maximum certificated landing mass. ±1.5 s or±5% of time; and Engineering data may be used for the medium mass condition. Time and distance must be recorded for at least 80% of the total time from initiation of reverse thrust to full thrust reverser minimum operating speed. Landing the smaller of ±61 m (200 ft) or ±10% of distance. Position of ground spoilers must be plotted (if applicable). Data required for medium and near maximum certificated landing mass. 1.e.3. ER09DE22.021</GPH> Stopping distance, wheel brakes, wet runway. ±61 m (200 ft) or ±10% of distance. Landing. Engineering data may be used for the medium mass condition. Either flight test or manufacturer's performance manual data must be used, where available. Engineering data, based on dry runway flight test stopping distance and the effects of contaminated Stabilized descent to be conducted with speed brakes extended if applicable, at mid altitude and near Vmo or according to emergency descent procedure. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 l.d.3. ±5%Time 75734 VerDate Sep<11>2014 1.d.2. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 1.e.4. Stopping distance, wheel brakes, icy runway. ±61 m (200 ft) or ±10% of distance. Landing. runway braking coefficients, are an acceptable alternative. Either flight test or manufacturer's performance manual data must be used, where available. X X Engines. 1.f.1. Acceleration. ±10% Ti or ±0.25 s; and ±10% Tt or ±0.25 s. Approach or landing Total response is the incremental change in the critical engine parameter from idle power to goaround power. X X X X See Appendix F of this part for definitions ofT,, and T,. 1.f.2. Deceleration. ±10% Ti or ±0.25 s; and Ground Total response is the incremental change in the critical engine parameter from maximum takeoff power to idle power. X X X X See Appendix F of this part for definitions ofT,, and T,. PO 00000 2. Handling Qualities. ±10% Tt or ±0.25 s. 2.a. Frm 00033 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 2.a.1.a. Static Control Tests. Note. I - Testing ofposition versus force is not applicable ifforces are generated solely by use of airplane hardware in the FSTD. Note 2 - Pitch, roll and yaw controller position versus force or time should be measured at the control. An alternative method in lieu of external testf!Xtures at the flight controls would be to have recording and measuring instrumentation built into the FSTD. The force and position data from this instrumentation could be directly recorded and matched to the airplane data. Provided the instrumentation was verified by using external measuring equipment while conducting the static control checks, or equivalent means, and that evidence of the satisfactory comparison is included in the MQTG, the instrumentation could be usedfor both initial and recurrent evaluations for the measurement of all required control checks. Verification of the instrumentation by using external measuring equipment should be repeated if major modifications and/or repairs are made to the control loading system. Such a permanent installation could be used without any time being lost for the installation of external devices. Static and dynamic flight control tests should be accomplished at the same feel or impact pressures as the validation data where applicable. Note 3 - FSTD static control testing from the second set ofpilot controls is only required if both sets of controls are not mechanically interconnected on the FSTD. A rationale is requiredfrom the data provider if a single set of data is applicable to both sides. If controls are mechanically interconnected in the FSTD, a sin,;le set of tests is suf,1cient. Pitch controller Record results for an uninterrupted control sweep Ground. ±0.9 daN (2 !bf) X X X X Test results should be position versus force to the stops. validated with in-flight data breakout. and surface position from tests such as longitudinal static stability, calibration. ±2.2 daN (5 lbf) or stalls, etc. ±10% of force. ±2° elevator angle. 09DER2 2.a.1.b. (Reserved) 2.a.2.a. Roll controller position versus force and surface position calibration. ±0.9 daN (2 !bf) breakout. Record results for an uninterrupted control sweep to the stops. X X X X Test results should be validated with in-flight data from tests such as engine-out trims, steady state side-slips, etc. Ground. Record results for an uninterrupted control sweep to the stops. X X X X Test results should be validated with in-flight data from tests such as engine-out ±1.3 daN (3 !bf) or ±10% of force. ±2 ° aileron angle. ±3 ° spoiler angle. ER09DE22.022</GPH> 2.a.2.b. (Reserved) 2.a.3.a. Rudder pedal position versus force and surface position calibration. ±2.2 daN (5 lbf) breakout. 75735 Ground. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 1.f. Jkt 259001 18:43 Dec 08, 2022 Engineering data, based on dry runway flight test stopping distance and the effects of contaminated runway braking coefficients, are an acceptable alternative. lotter on DSK11XQN23PROD with RULES2 ±2° rudder angle. (Reserved) 2.a.4. Nosewheel Steering Controller Force and Position Calibration. Jkt 259001 Fmt 4701 Record results of an uninterrupted control sweep to the stops. X X X X ±2°NWA. ±2°NWA. Ground. Record results of an uninterrupted control sweep to the stops. X X X X ±0.5° trim angle. Ground. X X X X ±10% of trim rate (0 /s) or Ground and approach. X X X X X X X X ± 1.3 daN (3 lbt) or ±10% of force. 2.a.5. 2.a.6. Rudder Pedal Steering Calibration. Pitch Trim Indicator vs. Surface Position Calibration. 2.a.7. Pitch Trim Rate. PO 00000 Frm 00034 Ground. ±0.9 daN (2 !bf) breakout. Trim rate to be checked at pilot primary induced trim rate (ground) and autopilot or pilot primary trim rate in-flight at go-around flight conditions. The purpose of the test is to compare FSTD surface position and indicator against the flight control model comouted value. ±0.1 °/strim rate. 2.a.8. Sfmt 4725 Alignment of cockpit throttle lever versus selected engine parameter. When matching engine parameters: Ground. ±5° ofTLA. For airplanes with throttle detents, all detents to be presented and at least one position between detents/ endpoints (where practical). For airplanes without detents, end points and at least three other positions are to be presented. E:\FR\FM\09DER2.SGM When matching detents: ±3% NI or ±.03 EPR or ±3% torque, or equivalent. 09DER2 2.a.9. Brake pedal position versus force and brake system pressure calibration. Stick Pusher System Force Calibration (if applicable) Where the levers do not have angular travel, a tolerance of ±2 cm (±0.8 in) applies. ±2.2 daN (5 lbt) or ±10% of force. Ground. Relate the hydraulic system pressure to pedal position in a ground static test. Data from a test airplane or engineering test bench are acceptable, provided the correct engine controller (both hardware and software) is used. In the case of propeller-driven airplanes, if an additional lever, usually referred to as the propeller lever, is present, it should also be checked. This test may be a series of snapshot tests. X X X X FFS computer output results may be used to show compliance. X X Aircraft manufacturer design data may be utilized as validation data as determined acceptable by the responsible Flight Standards office. Both left and right pedals must be checked. ±1.0 MPa (150 psi) or ±10% of brake system pressure. ±10% or ±5 lb (2.2 daN)) Stick/Column force For CCA, representative flight test conditions must be used. Simultaneous recording for all engines. The tolerances apply against airplane data. Ground or Flight Test is intended to validate the stick/column transient forces as a result of a stick pusher system activation. This test may be conducted in an on-ground condition through stimulation of the stall Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 2.a.3.b. 2.a.10 ER09DE22.023</GPH> 75736 VerDate Sep<11>2014 trims, steady state side-slips, etc. ±2.2 daN (5 lbt) or ±10% of force. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 2.b. Jkt 259001 2.b.l. Dynamic Control Tests. PO 00000 Frm 00035 Note.- Tests 2.b.l, 2.b.2 and 2.b.3 are not applicable for FSTDs where the control forces are completely generated within the airplane controller unit installed in the FSTD. Power setting may be that requiredfor level flight unless otherwise specified. See oara<zraoh 4 of this attachment. Pitch Control. Takeoff, Cruise, and For underdamped Data must be for normal control displacements in Landing. systems: both directions (approximately 25% to 50% of full throw or approximately 25% to 50% of maximum allowable pitch controller deflection T(P0) ±10% of Po or for flight conditions limited by the maneuvering ±0.05 s. load envelope). T(P 1) ±20% of P 1 or ±0.05 s. Tolerances apply against the absolute values of each period (considered independently). Fmt 4701 T(P2) ±30% of P2 or ±0.05 s. Sfmt 4725 T(Pn) ±10*(n+1)% of Pn or±0.05 s. E:\FR\FM\09DER2.SGM T(An) ±10% of Amax, where Amax is the largest amplitude or ±0.5% of the total control travel (stop to stop). T(,¾) ±5% of,¾= residual band or ±0.5% of the maximum control travel = residual band. 09DER2 ± 1 significant overshoots (minimum of I significant overshoot). X n = the sequential period of a full oscillation. Refer to paragraph 4 of this Attachment. For overdamped and critically damped systems, see Figure A2B of Appendix A for an illustration of the reference measurement. 75737 Note /.- Tolerances should not be applied on period or amplitude after the last significant overshoot. X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 This test is required only for FSTDs qualified to conduct full stall training tasks. Steady state position within residual band. ER09DE22.024</GPH> Test requirement may be met through column force validation testing in conjunction with the Stall Characteristics test (2.c.8.a.). protection system in a manner that generates a stick pusher response that is representative of an in-flight condition. lotter on DSK11XQN23PROD with RULES2 75738 VerDate Sep<11>2014 Jkt 259001 2.b.2. Roll Control. For overdamped and critically damped systems only, the following tolerance applies: T(Po) ±10% of Po or ±0.05 s. Same as 2.b.l. Takeoff, Cruise, and Landing. PO 00000 Frm 00036 2.b.3. Yaw Control. Same as 2.b.l. Takeoff, Cruise, and Landing. Data must be for normal control displacement (approximately 25% to 50% of full throw or approximately 25% to 50% of maximum allowable roll controller deflection for flight conditions limited by the maneuvering load envelope). X Data must be for normal control displacement (approximately 25% to 50% of full throw). X X X For overdamped and critically damped systems, see Figure A28 of Appendix A for an illustration of the reference measurement. Refer to paragraph 4 of this Attachment. Fmt 4701 Sfmt 4725 For overdamped and critically damped systems, see Figure A28 of Appendix A for an illustration of the reference measurement. 2.b.4. Small Control Inputs -Pitch. E:\FR\FM\09DER2.SGM ±0.15°/s body pitch rate or ±20% of peak body pitch rate applied throughout the time history. Approach or Landing. Control inputs must be typical of minor corrections made while established on an ILS approach (approximately 0.5 to 2°/s pitch rate). X X X X Test in both directions. Show time history data from 5 s before until at least 5 s after initiation of control input. 09DER2 If a single test is used to demonstrate both directions, there must be a minimum of 5 s before control reversal to the opposite direction. 2.b.5. Small Control Inputs -Roll. ±0.15°/s body roll rate or ±20% of peak body roll rate applied throughout the time history. Approach or landing. CCA: Test in normal and non-normal control state. Control inputs must be typical of minor corrections made while established on an ILS approach (approximately 0.5 to 2°/s roll rate). Test in one direction. For airplanes that exhibit non-symmetrical behavior, test in both directions. Show time history data from 5 s before until at least 5 s after initiation of control input. ER09DE22.025</GPH> Refer to paragraph 4 of this Attachment. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 Note 2.- Oscillations within the residual band are not considered significant and are not subject to tolerances. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 If a single test is used to demonstrate both directions, there must be a minimum of 5 s before control reversal to the opposite direction. Small Control Inputs -Yaw. Jkt 259001 ±0.15°/s body yaw rate or ±20% of peak body yaw rate applied throughout the time history. Approach or landing. X Test in both directions. Show time history data from 5 s before until at least 5 s after initiation of control input. PO 00000 Frm 00037 If a single test is used to demonstrate both directions, there must be a minimum of 5 s before control reversal to the opposite direction. CCA: Test in normal and non-normal control state. 2.c. Longitudinal Control Tests. Fmt 4701 Power setting is that required for level flight unless otherwise specified. 2.c.1. Power Change Dynamics. Sfmt 4725 ±3 kt airspeed. ±30 m (100 ft) altitude. ±1.5° or ±20% of pitch angle. Approach. Power change from thrust for approach or level flight to maximum continuous or go-around power. E:\FR\FM\09DER2.SGM X X X X X X X X X X X X Time history of uncontrolled free response for a time increment equal to at least 5 s before initiation of the power change to the completion of the power change + 15 s. 2.c.2. 09DER2 Flap/Slat Change Dynamics. ±3 kt airspeed. ±30 m (100 ft) altitude. Takeoff through initial flap retraction, and approach to landing. ±1.5° or ±20% of pitch angle. 2.c.3. Spoiler/Speedbrake Change Dynamics. ±3 kt airspeed. ±30 m (JOO ft) altitude. CCA: Test in normal and non-normal control mode Time history of uncontrolled free response for a time increment equal to at least 5 s before initiation of the reconfiguration change to the completion of the reconfiguration change + 15 s. CCA: Test in normal and non-normal control mode Cruise. Time history of uncontrolled free response for a time increment equal to at least 5 s before initiation of the configuration change to the completion of the configuration change +15 s. Results required for both extension and retraction. 75739 ±1.5° or ±20% of pitch angle. ER09DE22.026</GPH> X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 2.b.6. CCA: Test in normal and non-normal control state. Control inputs must be typical of minor corrections made while established on an ILS approach (approximately 0.5 to 2°/s yaw rate). lotter on DSK11XQN23PROD with RULES2 Gear Change Dynamics. ±3 kt airspeed. Takeoff (retraction), and Approach (extension). ±1.5° or ±20% of pitch angle. 2.c.5. Longitudinal Trim. ±I O elevator angle. Jkt 259001 Cruise, Approach, and Landing. ±0.5° stabilizer or trim surface angle. CCA: Test in normal and non-normal control mode Steady-state wings level trim with thrust for level flight. This test may be a series of snapshot tests. PO 00000 Frm 00038 2.c.6. Longitudinal Maneuvering Stability (Stick Force/g). Fmt 4701 X X X X X X X X X X X X X X CCA: Test in normal or non-normal control mode, as applicable. ±5% of net thrust or eouivalent. ±2.2 daN (5 lbf) or ±10% of pitch controller force. Cruise, Approach, and Landing. Continuous time history data or a series of snapshot tests may be used. Test up to approximately 30° of roll angle for approach and landing configurations. Test up to approximately 45° of roll angle for the cruise configuration. Alternative method: ±1 ° or±I0% of the change of elevator angle. Sfmt 4725 E:\FR\FM\09DER2.SGM X ±1 ° pitch angle. Force tolerance not applicable if forces are generated solely by the use of airplane hardware in the FSTD. Alternative method applies to airplanes which do not exhibit stick-force-per-g characteristics. 2.c.7. Longitudinal Static Stability. 09DER2 ±2.2 daN (5 lbf) or ±10% of pitch controller force. Approach. CCA: Test in normal or non-normal control mode Data for at least two speeds above and two speeds below trim speed. The speed range must be sufficient to demonstrate stick force versus speed characteristics. Alternative method: This test may be a series of snapshot tests. ±1 ° or ±10% of the change of elevator angle. Force tolerance is not applicable if forces are generated solely by the use of airplane hardware in the FSTD. Alternative method applies to airplanes which do not exhibit speed stability characteristics. CCA: Test in normal or non-normal control mode, as applicable. ER09DE22.027</GPH> X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 ±30 m (100 ft) altitude. 75740 VerDate Sep<11>2014 2.c.4. CCA: Test in normal and non-normal control mode Time history of uncontrolled free response for a time increment equal to at least 5 s before initiation of the configuration change to the completion of the configuration change + 15 s. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 2.c.8.a Stall Characteristics ±3 kt airspeed for stall warning and stall speeds. Jkt 259001 PO 00000 Frm 00039 Fmt 4701 Stall warning up to stall: ±2.0° pitch angle; ±2.0° angle of attack; and Correct trend and magnitude for roll rate and yaw rate. Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 ±3 kt airspeed for stall warning speeds. This test is required only for FSTDs qualified to conduct full stall training tasks. Each of the following stall entries must be demonstrated in at least one of the three flight conditions: ■ Approach to stall entry at wings level (lg) In instances where flight test validation data is limited due to safety of flight considerations, engineering simulator validation data may be used in lieu of flight test validation data for angles of attack that exceed the activation of a stall protection system or stick pusher system. X X Where approved engineering simulation validation is used, the reduced engineering tolerances (as defined in paragraph 11 of this appendix) do not applv. Tests may be conducted at centers of gravity and weights typically required for airplane certification stall testing. 75741 Second Segment Climb, High Altitude Cruise (Near Performance Limited Condition), and Approach or Landing Buffet threshold of perception should be based on 0.03 g peak to peak normal acceleration above the background noise at the pilot seat. Initial buffet to be based on normal acceleration at the pilot seat with a larger peak to peak value relative to buffet threshold of perception (some airframe manufacturers have used 0.1 g peak to peak). Demonstrate correct trend in growth of buffet amplitude from initial buffet to stall speed for normal and lateral acceleration. Tests may be conducted at centers of gravity and weights typically required for airplane certification stall testing. CCA: Test in normal and non-normal control states. For CCA aircraft with stall envelope protection systems, the normal mode testing is only required to an angle of attack range necessary to demonstrate the correct operation of the system. These tests may be used to satisfy the required (angle of attack) flight maneuver and envelope protection tests (test 2.h.6.). Non-normal control states must be tested through stall identification and recovery. Additionally, for those simulators with reversible flight control systems or equipped with stick pusher systems: ±10% or ±5 lb (2.2 daN)) Stick/Column force (prior to the stall angle of attack). X The FSTD sponsor/FSTD manufacturer may limit maximum buffet based on motion platform capability/limitations or other simulator system limitations. Numerical tolerances are not applicable past the stall angle of attack, but must demonstrate correct trend through recovery. See Attachment 7 for additional requirements and information concerning data sources and required angle of attack ranges. Stall Break and Recovery: SOC Required (see Attachment 7) ±2.0° angle of attack for initial buffet. ER09DE22.028</GPH> Record the stall warning signal and initial buffet, if applicable. Time history data must be recorded for full stall through recovery to normal flight. The stall warning signal must occur in the proper relation to buffet/stall. FSTDs of airplanes exhibiting a sudden pitch attitude change or "g break" must demonstrate this characteristic. FSTDs of airplanes exhibiting a roll off or loss of roll control authority must demonstrate this characteristic. Approach to stall: ±2.0° pitch angle; ±2.0° angle of attack; and ±2.0° bank angle ~pproach to Stall ~haracteristics X The cruise flight condition must be conducted in a flaps-up (clean) configuration. The second segment climb flight condition must use a different flap setting than the approach or landing flight condition. Control inputs must be plotted and demonstrate correct trend and magnitude. 2.c.8.b Each of the following stall entries must be demonstrated in at least one of the three flight conditions: ■ Stall entry at wings level (lg) ■ Stall entry in turning flight of at least 25° bank angle (accelerated stall) ■ Stall entry in a power-on condition (required only for propeller driven aircraft) Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 ±2.0° angle of attack for buffet threshold of perception and initial buffet based upon Nz component. Second Segment Climb, High Altitude Cruise (Near Performance Limited Condition), and Approach or Landing lotter on DSK11XQN23PROD with RULES2 ■ Jkt 259001 PO 00000 Frm 00040 ±10% of period. Cruise. Fmt 4701 ±10% of time to one half or double amplitude or ±0.02 of damping ratio. 2.c.10 Short Period Dynamics. ±1.5° pitch angle or ±2°/s pitch rate. Cruise. CCA: Test in non-normal control mode. CCA: Test in normal and non-normal control mode. Sfmt 4725 E:\FR\FM\09DER2.SGM X X X X X X X X X X X X X X X X X X X X ±0.1 g normal acceleration 2.c.11. 2.d. (Reserved) Lateral Directional Tests. Power setting is that required for level flight unless otherwise specified. 2.d.l. 09DER2 2.d.2. Minimum control speed, air (Vmea) or landing (Vmc1), per applicable airworthiness requirement or low speed engineinoperative handling characteristics in the air. Roll Response (Rate). ±3 kt airspeed. Takeoff or Landing (whichever is most critical in the airplane). 2.d.3. Step input of flight deck roll controller. Takeoff thrust must be set on the operating engine(s). Time history or snapshot data may be used. Minimum speed may be defined by a performance or control limit which prevents demonstration of Vmes or V mc1 in the conventional manner. CCA: Test in normal or non-normal control state, as applicable. ±2°/s or±10% ofroll rate. Cruise, and Approach or Landing. For airplanes with reversible flight control systems: ER09DE22.029</GPH> CCA: Test in Normal and Non-normal control states. For CCA aircraft with stall envelope protection systems, the normal mode testing is only required to an angle of attack range necessary to demonstrate the correct operation of the system. These tests may be used to satisfy the required (angle of attack) flight maneuver and envelope protection tests (test 2.h.6.). Test must include three full cycles or that necessary to determine time to one half or double amplitude, whichever is less. ±1.3 daN (3 lbf) or ±10% of wheel force. ±2° or±l0% ofroll angle. Test with normal roll control displacement (approximately one-third of maximum roll controller travel). This test may be combined with step input of flight deck roll controller test 2.d.3. Approach or Landing. This test may be combined with roll response (rate) test 2.d.2. With wings level, apply a step roll control input using Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 Additionally, for those simulators with reversible flight control systems: ±10% or ±5 lb (2.2 daN)) Stick/Column force Phugoid Dynamics. Tolerances on stall buffet are not applicable where the first indication of the stall is the activation of the stall warning system (i.e. stick shaker). The cruise flight condition must be conducted in a flaps-up (clean) configuration. The second segment climb flight condition must use a different flap setting than the approach or landing flight condition. ±2.0° pitch angle; ±2.0° angle of attack; and ±2.0° bank angle 2.c.9. Approach to stall entry in turning flight of at least 25° bank angle (accelerated stall) Approach to stall entry in a power-on condition (required only for propeller driven aircraft) 75742 VerDate Sep<11>2014 ■ Control displacements and flight control surfaces must be plotted and demonstrate correct trend and magnitude. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 2.d.4. Spiral Stability. Correct trend and ±2° or ±10% of roll angle in 20 s. Cruise, and Approach or Landing. Jkt 259001 PO 00000 Engine Inoperative Trim. Frm 00041 ±I O rudder angle or ±1 ° tab angle or equivalent rudder pedal. X X X X X X X X Test for both directions. As an alternative test, show lateral control required to maintain a steady tum with a roll angle of approximately 30°. If alternate test is used: correct trend and ±2 ° aileron angle. 2.d.5. Airplane data averaged from multiple tests may be used. Second Segment Climb, and Approach or Landing. CCA: Test in non-normal control mode. This test may consist of snapshot tests. ±2° side-slip angle. Fmt 4701 2nd segment climb test should be at takeoff thrust. Approach or landing test should be at thrust for level flight. Sfmt 4725 2.d.6. Rudder Response. ±2°/s or ±10% of yaw rate. Approach or Landing. Test with stability augmentation on and off. X E:\FR\FM\09DER2.SGM X X X X X X X X X Test with a step input at approximately 25% of full rudder pedal throw. 2.d.7. Dutch Roll ±0.5 s or ±10% of period. Cruise, and Approach or Landing. CCA: Test in normal and non-normal control mode Test for at least six cycles with stability augmentation off. CCA: Test in non-normal control mode. 09DER2 ±10% of time to one half or double amplitude or ±.02 of damping ratio. ±1 s or ±20% of time difference between peaks ofroll angle and side-slip angle. 2.d.8. Steady State Sideslip. Approach or Landing. This test may be a series of snapshot tests using at least two rudder positions (in each direction for propeller-driven airplanes), one of which must be near maximum allowable rudder. X 75743 For a given rudder position: ±2° roll angle; ER09DE22.030</GPH> Test should be performed in a manner similar to that for which a pilot is trained to trim an engine failure condition. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 approximately one-third of the roll controller travel. When reaching approximately 20° to 30° of bank, abruptly return the roll controller to neutral and allow approximately 10 seconds of airplane free response. CCA: Test in normal and non-normal control mode lotter on DSK11XQN23PROD with RULES2 75744 VerDate Sep<11>2014 ± 1° side-slip angle; ±5° or ±10% of spoiler or equivalent roll controller position or force. Jkt 259001 For airplanes with reversible flight control systems: PO 00000 ±1.3 daN (3 !bf) or ±10% of wheel force. Frm 00042 ±2.2 daN (5 lbf) or ±10% of rudder pedal force. Fmt 4701 2.e. Landings. 2.e.1. Normal Landing. ±3 kt airspeed. Landing. Test from a minimum of61 m (200 ft) AGL to nosewheel touchdown. Sfmt 4725 X X X CCA: Test in normal and non-normal control mode, if applicable. ±1.5° AOA. ±3 m (10 ft) or ±10% of height. E:\FR\FM\09DER2.SGM 09DER2 X ±1.5° pitch angle. For airplanes with reversible flight control systems: 2.e.2. Minimum Flap Landing. ±2.2 daN (5 lbf) or ±10% ofcolumn force. ±3 kt airspeed. ±1.5° pitch angle. Minimum Certified Landing Flap Configuration. Test from a minimum of 61 m (200 ft) AGL to nosewheel touchdown. Test at near maximum certificated landing weight. ±1.5° AOA. ±3 m (10 ft) or ±10% of height. For airplanes with reversible flight control systems: ER09DE22.031</GPH> X Two tests should be shown, including two normal landing flaps (if applicable) one of which should be near maximum certificated landing mass, the other at light or medium mass. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 ±2 ° or ±10% of aileron angle; and lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 2.e.3. Crosswind Landing. ±2.2 daN (5 lbf) or ±10% of column force. ±3 kt airspeed. Landing. ±1.5° pitch angle. Jkt 259001 PO 00000 ±3° heading angle. X X Test data is required, including wind profile, for a crosswind component of at least 60% of airplane performance data value measured at 10 m (33 ft) above the runway. ±3 m (10 ft) or ±10% of height. ±2° roll angle. X In those situations where a maximum crosswind or a maximum demonstrated crosswind is not known, contact the responsible Flight Standards office. Wind components must be provided as headwind and crosswind values with respect to the runway. ±2° side-slip angle. Frm 00043 For airplanes with reversible flight control systems: Fmt 4701 ±2.2 daN (5 lbf) or ±10% of column force. Sfmt 4725 ±1.3 daN (3 !bf) or ±10% of wheel force. E:\FR\FM\09DER2.SGM 2.e.4. One Engine Inoperative Landing. ±2.2 daN (5 lbf) or ±10% of rudder pedal force. ±3 kt airspeed. Landing. Test from a minimum of61 m (200 ft) AGL to a 50% decrease in main landing gear touchdown speed. X X X Landing. If autopilot provides roll-out guidance, record X X X ±1.5° pitch angle. ±1.5° AOA. 09DER2 ±3 m (10 ft) or ±10% of height. ±2° roll angle. ±2° side-slip angle. 2.e.S. Autopilot landing ( if applicable). ±3° heading angle. ±1.5 m (5 ft) flare height. lateral deviation from touchdown to a 50% decrease in main landing gear touchdown speed. See Appendix F of this part for definition of Tr- Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 ±1.5° AOA. Test from a minimum of 61 m (200 ft) AGL to a 50% decrease in main landing gear touchdown speed. ±0.5 s or± 10% ofTf. ER09DE22.032</GPH> 75745 Time of autopilot flare mode engage and main gear touchdown must be noted. lotter on DSK11XQN23PROD with RULES2 75746 VerDate Sep<11>2014 ±0.7 mis (140 ft/min) rate of descent at touchdown. All-engine autopilot go-around. Jkt 259001 As per airplane performance data. Normal all-engine autopilot go-around must be demonstrated (if applicable) at medium weight. X X X As per airplane performance data. Engine inoperative go-around required near maximum certificated landing weight with critical engine inoperative. X X X ±1.5° pitch angle. 2.e.7. One engine inoperative go around. ±1.5° AOA. ±3 kt airspeed. ±1.5° pitch angle. PO 00000 ±1.5° AOA. Provide one test with autopilot (if applicable) and one without autopilot. ±2° roll angle. Frm 00044 CCA: Non-autopilot test to be conducted in nonnormal mode. ±2° side-slip angle. 2.e.8. Fmt 4701 Sfmt 4725 2.e.9. E:\FR\FM\09DER2.SGM 2.f. Directional control (rudder effectiveness) with symmetric reverse thrust. Directional control (rudder effectiveness) with asymmetric reverse thrust. ±5 kt airspeed. Landing. Apply rudder pedal input in both directions using full reverse thrust until reaching full thrust reverser minimum operating speed. X X X Landing. With full reverse thrust on the operating engine(s), maintain heading with rudder pedal input until maximum rudder pedal input or thrust reverser minimum operation speed is reached. X X X Landing. A rationale must be provided with justification of results. X X X See paragraph 5 of this Attachment for additional information. X X See Attachment 5 of this appendix for information related to Level A and B simulators. ±2°/s yaw rate. ±5 kt airspeed. ±3° heading angle. Ground Effect. Test to demonstrate Ground Effect. ±I O elevator angle. ±0.5° stabilizer angle. CCA: Test in normal or non-normal control mode, as applicable. ±5% of net thrust or equivalent. 09DER2 ±1° AOA. ±1.5 m (5 ft) or ±10% of height. ±3 kt airspeed. ± 1° pitch angle. 2.g. Windshear. Four tests, two takeoff and two landing, with one of each conducted in still air and the other ER09DE22.033</GPH> See Attachment 5 of this appendix. Takeoff and Landing. Requires windshear models that provide training in the specific skills needed to recognize windshear phenomena and to execute recovery procedures. See Attachment 5 of this appendix for tests, tolerances, and procedures. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 2.e.6. ±3 m (10 ft) lateral deviation during rollout. ±3 kt airspeed. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 Jkt 259001 2.h.1. Note. - The requirements of 2. h are only applicable to computer-controlled airplanes. Time history results of response to control inputs during entry into each envelope protection function (i.e. with normal and degraded control states if their function is different) are reauired Set thrust as reauired to reach the envelove vrotection /unction. Overs peed. ±5 kt airspeed. Cruise. 2.h.2. Minimum Speed. 2.h.3. Load Factor. ±0.lg normal load factor Takeoff, Cruise, and Approach or Landing. Takeoff, Cruise. 2.h.4. Pitch Angle. ±1.5° pitch angle Cruise, Approach. PO 00000 Frm 00045 2.h.5. Bank Angle. ±2° or ±10% bank angle Approach. 2.h.6. Angle of Attack. ±1.5° angle of attack Second Segment Climb, and Approach or Landing. 2.i. Engine and Airframe Icing Effects 2.i. Engine and Airframe Icing Effects Demonstration (High Angle of Attack) Takeoff or Approach or Landing Fmt 4701 [One flight condition two tests (ice on and oft)] Time history ofa full stall and initiation of the recovery. Tests are intended to demonstrate representative aerodynamic effects caused by inflight ice accretion. Flight test validation data is not required. Sfmt 4725 Two tests are required to demonstrate engine and airframe icing effects. One test will demonstrate the FSTDs baseline performance without ice accretion, and the second test will demonstrate the aerodynamic effects of ice accretion relative to the baseline test. E:\FR\FM\09DER2.SGM The test must utilize the icing model(s) as described in the required Statement of Compliance in Table AJA, section 2.j. Test must include rationale that describes the icing effects being demonstrated. Icing effects may include, but are not limited to, the following effects as applicable to the particular airplane type: Decrease in stall angle of attack Changes in pitching moment Decrease in control effectiveness ■ Changes in control forces ■ Increase in drag ■ Change in stall buffet characteristics and threshold of perception ■ Engine effects (power reduction/variation, vibration, etc. where expected to be present on the aircraft in the ice accretion scenario being tested) 09DER2 .. . 3.a. Frequency response. X X X X X X X X X X X X X X X X X X X X Tests will be evaluated for representative effects on relevant aerodynamic and other parameters such as angle of attack, control inputs, and thrust/power settings. Plotted parameters must include: • Altitude • Airspeed • Normal acceleration • Engine power • Angle of attack • Pitch attitude • Bank angle • Flight control inputs • Stall warning and stall buffet onset 75747 3. Motion System. ER09DE22.034</GPH> ±3 kt airspeed. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 2.h. with windshear active to demonstrate windshear models. Flight Maneuver and Envelope Protection Functions. lotter on DSK11XQN23PROD with RULES2 3.d. Jkt 259001 Appropriate test to demonstrate required frequency response. X X X X See paragraph 6 of this Attachment. As specified by the sponsor for FSTD qualification. Not applicable. Appropriate test to demonstrate required smooth tum-around. X X X X See paragraph 6 of this Attachment. X X X X Refer to Attachment 3 of this Appendix on subjective testing. X X X X Ensure that motion system hardware and software (in normal FSTD operating mode) continue to perform as originally qualified. Performance changes from the original baseline can be readily identified with this information. Turn-around check. Motion effects. Motion system repeatability. Motion system repeatability ±0.05 g actual platform linear accelerations. None. PO 00000 Frm 00046 Fmt 4701 See paragraph 6.c. of this Attachment. Motion cueing fidelity 3.e.1. Motion cueing fidelity - Frequencydomain criterion. Sfmt 4725 3.e. Ground and flight. For the motion system as applied during training, record the combined modulus and phase of the motion cueing algorithm and motion platform over the frequency range appropriate to the characteristics of the simulated aircraft. X E:\FR\FM\09DER2.SGM X Testing may be accomplished by the FSTD manufacturer and results provided as a statement of compliance. X The recorded test results for characteristic buffets should allow the comparison of relative amplitude versus frequency. This test is only required for initial FSTD qualification. Reserved Characteristic motion vibrations. The following tests with recorded results and an SOC are required for characteristic motion vibrations, which can be sensed at the flight deck where applicable by airplane type. Thrust effect with brakes set. 09DER2 3.e.2. 3.f 3.f.1. ER09DE22.035</GPH> As specified by the FSTD manufacturer for initial qualification. None. Ground and flight. See also paragraph 6.e. of this Attachment. The FS TD test results must exhibit the overall appearance and trends of the airplane data, with at least three (3) of the predominant frequency "spikes" Ground. Test must be conducted at maximum possible thrust with brakes set. X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 3.c Not applicable. 75748 VerDate Sep<11>2014 3.b. As specified by the sponsor for FSTD qualification. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 3.f.3. Buffet with flaps extended. 3.f.4. Buffet with speedbrakes deployed. 3.f.5. Stall buffet Jkt 259001 PO 00000 Frm 00047 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM Flight. Test condition must be for a normal operational speed and not at the gear limiting speed. X Flight. Test condition must be at a normal operational speed and not at the flap limiting speed. X Flight. Test condition must be at a typical speed for a representative buffet. X Cruise (High Altitude), Second Segment Climb, and Approach or Landing Tests must be conducted for an angle of attack range between the buffet threshold of perception to the pilot and the stall angle of attack. Post stall characteristics are not required. X X 09DER2 3.f.6. The FS TD test results must exhibit the overall appearance and trends of the airplane data, with at least three (3) of the predominant frequency "spikes" being present within ± 2 Hz of the airplane data. Flight. X Test required only for FSTDs qualified for full stall training tasks or for those aircraft which exhibit stall buffet before the activation of the stall warning svstem. Test condition should be for high-speed maneuver buffet/wind-up-tum or alternatively Mach buffet. 75749 ER09DE22.036</GPH> Buffet at high airspeeds or high Mach. If stabilized flight data between buffet threshold of perception and the stall angle of attack are not available, PSD analysis should be conducted for a time span between initial buffet and the stall angle of attack. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations Buffet with landing gear extended. 18:43 Dec 08, 2022 3.f.2. being present within ± 2 Hz of the airplane data. The FS TD test results must exhibit the overall appearance and trends of the airplane data, with at least three (3) of the predominant frequency "spikes" being present within ± 2 Hz of the airplane data. The FS TD test results must exhibit the overall appearance and trends of the airplane data, with at least three (3) of the predominant frequency "spikes" being present within ± 2 Hz of the airplane data. The FS TD test results must exhibit the overall appearance and trends of the airplane data, with at least three (3) of the predominant frequency "spikes" being present within ± 2 Hz of the airplane data. The FS TD test results must exhibit the overall appearance and trends of the airplane data, with at least three (3) of the predominant frequency "spikes" being present within ± 2 Hz of the airplane data. lotter on DSK11XQN23PROD with RULES2 In-flight vibrations for propeller driven airplanes. Jkt 259001 Flight (clean configuration). Cross-cockpit, collimated visual display providing each pilot with a minimum of 176° horizontal and 36° vertical continuous field of view. Not applicable. X Test should be conducted to be representative of in-flight vibrations for propellerdriven airplanes. X Field of view should be measured using a visual test pattern filling the entire visual scene (all channels) consisting of a matrix of black and white 5° squares. 4. Visual System. 4.a. Visual scene quality 4.a.1. Continuous collimated crosscockpit visual field of view. Required as part ofMQTG but not required as part of continuing evaluations. X PO 00000 Frm 00048 Installed alignment should be confirmed in an SOC (this would generally consist of results from acceptance testing), A vertical field-of-view of 30° may be insufficient to meet visual ground segment requirements. Fmt 4701 Sfmt 4725 Continuous collimated crosscockpit visual field of view. E:\FR\FM\09DER2.SGM 4.a.2. System geometry Continuous collimated field-of-view providing at least 45° horizontal and 30° vertical fieldof-view for each pilot seat. Both pilot seat visual systems must be operable simultaneously. 5° even angular spacing within ±1 ° as measured from either pilot eye point and within 1.5° for adjacent squares. Not applicable. Required as part ofMQTG but not required as part of continuing evaluations. X X Not applicable. The angular spacing of any chosen 5° square and the relative spacing of adjacent squares must be within the stated tolerances. X X X X 09DER2 The purpose of this test is to evaluate local linearity of the displayed image at either pilot eye point. System geometry should be measured using a visual test pattern filling the entire visual scene (all channels) with a matrix of black and white 5° squares with light points at the intersections. For continuing qualification testing, the use of an optical checking device is encouraged. This device should typically consist of a hand-held go/no go gauge to check that the relative positioning is maintained. ER09DE22.037</GPH> Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 The FS TD test results must exhibit the overall appearance and trends of the airplane data, with at least three (3) of the predominant frequency "spikes" being present within ± 2 Hz of the airplane data. 75750 VerDate Sep<11>2014 3.f.7. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 4.a.3 Surface resolution ( object detection). Not greater than 2 arc minutes. Not applicable. An SOC is required and must include the relevant calculations and an explanation of those calculations. X X The object will subtend 2 arc minutes to the eye. Jkt 259001 This may be demonstrated using threshold bars for a horizontal test. PO 00000 4.a.4 Light point size. Not greater than 5 arc minutes. Not applicable. An SOC is required and must include the relevant calculations and an explanation of those calculations. X X Frm 00049 This requirement is applicable to any level of simulator equipped with a daylight visual system. A vertical test should also be demonstrated. Light point size should be measured using a test pattern consisting of a centrally located single row of white light points displayed as both a horizontal and vertical row. Fmt 4701 It should be possible to move the light points relative to the eyepoint in all axes. Sfmt 4725 E:\FR\FM\09DER2.SGM 4.a.5 Raster surface contrast ratio. Not less than 5: I. Not applicable. This requirement is applicable to any level of simulator equipped with a daylight visual system. X X At a point where modulation is just discernible in each visual channel, a calculation should be made to determine the light spacing. Surface contrast ratio should be measured using a raster drawn test pattern filling the entire visual scene ( all channels). 09DER2 The test pattern should consist of black and white squares, 5° per square, with a white square in the center of each channel. ER09DE22.038</GPH> 75751 Measurement should be made on the center bright square for each channel using a 1° spot photometer. This value should have a minimum brightness of7 cd/m2 (2 ftlamberts). Measure any adjacent dark squares. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 This requirement is applicable to any level of simulator equipped with a daylight visual system. Resolution will be demonstrated by a test of objects shown to occupy the required visual angle in each visual display used on a scene from the pilot's eyepoint. lotter on DSK11XQN23PROD with RULES2 Jkt 259001 4.a.6 PO 00000 Light point contrast ratio. Not less than 25: I. Not applicable. An SOC is required and must include the relevant calculations. X X Frm 00050 Note 2. - Measurements should be taken at the center of squares to avoid light spill into the measurement device. Light point contrast ratio should be measured using a test pattern demonstrating an area of greater than I O area filled with white light points and should be compared to the adjacent background. Fmt 4701 Note. - Light point modulation should be just discernible on calligraphic systems but will not be discernable on raster systems. Sfmt 4725 E:\FR\FM\09DER2.SGM Measurements of the background should be taken such that the bright square is just out of the light meter FOV. 09DER2 Note. - During contrast ratio testing, FSTD aft-cab andflight deck ambient light levels should be as low as practical. 4.a.7 Light point contrast ratio. Light point brightness. Not less than 10: I. Not applicable. Not less than 20 cd/m2 (5.8 ft-lamberts). Not applicable. X X X X Light points should be displayed as a matrix creating a square. On calligraphic systems the light points should just merge. On raster systems the light points should overlap such that the square is continuous ER09DE22.039</GPH> Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 Note 1. - During contrast ratio testing, FSTD aft-cab andflight deck ambient light levels should be as low as possible. 75752 VerDate Sep<11>2014 The contrast ratio is the bright square value divided by the dark square value. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 4.a.8 Surface brightness. Not less than 20 cd/m2 (5.8 ft-lamberts) on the display. Not applicable. This requirement is applicable to any level of simulator equipped with a daylight visual system. X X Light points are not acceptable. Jkt 259001 4.a.9 Black level and sequential contrast. Black intensity: Not applicable. X X X X PO 00000 Background brightness - Black polygon brightness < 0.015 cd/m2 (0.004 ftlamberts). Frm 00051 Sequential contrast: Use of calligraphic capabilities to enhance raster brightness is acceptable. All projectors should be turned off and the cockpit environment made as dark as possible. A background reading should be taken of the remaining ambient light on the screen. Fmt 4701 The projectors should then be turned on and a black polygon displayed. A second reading should then be taken and the difference between this and the ambient level recorded. Sfmt 4725 Maximum brightness (Background brightness - Black polygon brightness)> 2,000:1. E:\FR\FM\09DER2.SGM A full brightness white polygon should then be measured for the sequential contrast test. 4.a.10 Motion blur. 09DER2 When a pattern is rotated about the eyepoint at 10°/s, the smallest detectable gap must be 4 arc min or less. Not applicable. X X X X This test is generally only required for light valve projectors. A test pattern consists of an array of 5 peak white squares with black gaps between them of decreasing width. The range of black gap widths should at least extend above and below the required detectable gap, and be in steps of 1 arc min. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 ( individual light points will not be visible). Surface brightness should be measured on a white raster, measuring the brightness using the 1° spot photometer. The pattern is rotated at the required rate. ER09DE22.040</GPH> 75753 Two arrays of squares should be provided, one rotating in lotter on DSK11XQN23PROD with RULES2 Jkt 259001 Note. - This test can be limited by the display technology. Where this is the case the responsible Flight Standards office should be consulted on the limitations. PO 00000 Frm 00052 Fmt 4701 4.a.11 Speckle test. 4.b Head-Up Display (HUD) Static Alignment. 4.b.1 Not applicable. Static alignment with displayed image. An SOC is required describing the test method. X X Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 X X NIA X X Alignment requirement applies to any HUD system in use or both simultaneously if they are used simultaneously for training. NIA X X A statement of the system capabilities should be provided and the capabilities demonstrated Pitch and roll align with aircraft instruments. Flight. X X Alignment between EFVS display and out of the window image must represent the alignment typical of the aircraft and system type. The scene represents the EFVS view at 350 m (1,200 ft) and 1,609 m Takeoff point and on approach at 200 ft. X X Note.- The effects of the alignment tolerance in 4. b. l should be taken into account. Flight. X X Infra-red scene representative of both 350 m (1,200 ft), and 1,609 m (1 sm) RVR. HUD bore sight must align with the center of the displayed image spherical pattern. 4.b.2 System display. 4.b.3 HUD attitude versus FSTD attitude indicator (pitch and roll of horizon). Enhanced Flight Vision System (EFVS) Registration test. 4.c 4.c.1 4.c.2 ER09DE22.041</GPH> Speckle contrast must be< 10%. EFVS RVRand visibility calibration. This test is generally only required for light valve projectors. This test is generally only required for laser projectors. Tolerance +I- 6 arc min. All functionality in all flight modes must be demonstrated. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 A series of stationary numbers identifies the gap number. 75754 VerDate Sep<11>2014 heading and the other in pitch, to provide testing in both axes. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 (1 sm) RVR including correct light intensity. Thermal crossover. 4.d Visual ground segment 4.d.l Visual ground segment (VGS). Jkt 259001 Demonstrate thermal crossover effects during day to night transition. Day and night. Near end: the correct number of approach lights within the computed VGS must be visible. Trimmed in the landing configuration at 30 m (100 ft) wheel height above touchdown zone on glide slope at an RVR setting of300 m (1,000 ft) or 350 m (1,200 ft). PO 00000 Far end: ±20% of the computed VGS. Frm 00053 The threshold lights computed to be visible must be visible in the FSTD. This test is designed to assess items impacting the accuracy of the visual scene presented to a pilot at DH on an ILS approach. These items include: X X X X X X X 1) RVRNisibility; 2) glide slope (G/S) and localizer modeling accuracy (location and slope) for an ILS; 3) for a given weight, configuration and speed representative of a point within the airplane's operational envelope for a normal approach and landing; and Fmt 4701 4) Radio altimeter. Note. - If non-homogeneous fog is used, the vertical variation in horizontal visibility should be described and included in the slant range visibility calculation used in the VGS computation. Sfmt 4725 E:\FR\FM\09DER2.SGM X 4.e 4.e.1 Visual System Capacity System capacity Day mode. Not less than: 10,000 visible textured surfaces, 6,000 light points, 16 moving models. Not applicable. 09DER2 4.e.2 System capacity Twilight/night mode. Not less than: 10,000 visible textured surfaces, 15,000 light points, 16 moving models. Not applicable. X X Demonstrated through use of a visual scene rendered with the same image generator modes used to produce scenes for training. The required surfaces, light points, and moving models should be displayed simultaneously. Demonstrated through use of a visual scene rendered with the same image generator modes used to produce scenes for training. ER09DE22.042</GPH> 75755 The required surfaces, light points, and moving models should be displayed simultaneouslv. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 4.c.3 Visual scene may be removed. The scene will correctly represent the thermal characteristics of the scene during a day to night transition. lotter on DSK11XQN23PROD with RULES2 75756 VerDate Sep<11>2014 Jkt 259001 All tests in this section should be presented using an unweighted 1/3-octave band format from at least hand 17 to 42 (50 Hz to 16 kHz). PO 00000 A measurement of minimum 20 s should be taken at the location corresponding to the approved data set. Frm 00054 Fmt 4701 The approved data set and FSTD results should be produced using comparable data analysis techniques. Sfmt 4725 5.a.l. Ready for engine start. Initial evaluation: ± 5 dB per 1/3 octave band. Normal condition prior to engine start. X The APU should be on if appropriate. E:\FR\FM\09DER2.SGM Recurrent evaluation: cannot exceed ±5 dB difference on three consecntive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dfl. 09DER2 5.a.2. All engines at idle. Initial evaluation: ± 5 dB per 1/3 octave band. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial ER09DE22.043</GPH> Ground. Ground. Normal condition prior to takeoff. X Refer to paragraph 7 of this Attachment For initial evaluation, it is acceptable to have some 1/3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within ± 7 dB from approved reference data, providing that the overall trend is correct. Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should he used during recurrent evaluations. For initial evaluation, it is acceptable to have some I /3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within ± 7 dB from approved reference data, providing that the overall trend is correct. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 5. Sound System. The sponsor will nut be required tu repeal the airplane tests (i.e .• tests 5.a.1. through 5.a.8. (or 5.b.1. through 5.b.9.) and 5.c., as appropriate) during continuing qualification evaluations if frequency response and background noise test results are within tolerance when compared to the initial qualification evaluation results, and the sponsor shows that no software changes have occurred that will affect the airplane test results. If the frequency response lest mt:!hud is chosen and fails, the sponsor may elect to fix the frequem:y response prubkm and repeal the lest or the sponsor may elect to repeat the airplane tests. Tfthe airplane tests are repeated during continuing qualification evaluations, the results may be compared against initial qualification evaluation results or airplane master data. All tests in this section must be presented using an unweighted 1/3-octave band format from band 17 to 42 (50 Hz to 16 kHz). A minimum 20 second average must be taken at the location corresponding to the airplane data set. The airplane and flight simulator results must be produced using comparable data analysis techniQues. Turbo-jet airplanes. 5.a. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 5.a.3. Jkt 259001 All engines at maximum allowable thrust with brakes set. Initial evaluation: ± 5 dB per 1/3 octave band. N orrnal condition prior to takeoff. PO 00000 Frm 00055 Fmt 4701 X Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should be used during recurrent evaluations. For initial evaluation, it is acceptable to have some 1/3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within± 7 dB from approved reference data, providing that the overall trend is correct. 5.a.4. Climb Sfmt 4725 Initial evaluation: ± 5 dB per 1/3 octave band. En-route climb. Medium altitude. X Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should be used during recurrent evaluations. For initial evaluation, it is acceptable to have some 1/3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within± 7 dB from approved reference data, providing that the overall trend is correct. E:\FR\FM\09DER2.SGM Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. 09DER2 Cruise Initial evaluation: ± 5 dB per 1/3 octave band. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the Cruise. N orrnal cruise configuration. 75757 X Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. 5.a.5. ER09DE22.044</GPH> Ground. Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should be used during recurrent evaluations. For initial evaluation, it is acceptable to have some 1/3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within± 7 dB from approved reference data, providing that the overall trend is correct. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. lotter on DSK11XQN23PROD with RULES2 Speed brake/spoilers extended (as appropriate). Initial evaluation: ± 5 dB per 1/3 octave band. Normal and constant speed brake deflection for descent at a constant airspeed and power setting. Jkt 259001 PO 00000 Frm 00056 Fmt 4701 5.a.7 Initial approach. Sfmt 4725 X Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should be used during recurrent evaluations. For initial evaluation, it is acceptable to have some l/3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within± 7 dB from approved reference data, providing that the overall trend is correct. Initial evaluation: ± 5 dB per l/3 octave band. Approach. Constant airspeed, gear up, flaps/slats as appropriate. X Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should be used during recurrent evaluations. For initial evaluation, it is acceptable to have some 1/3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within± 7 dB from approved reference data, providing that the overall trend is correct. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. E:\FR\FM\09DER2.SGM 09DER2 X Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. 5.a.8 Final approach. Initial evaluation: ± 5 dB per 1/3 octave band. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between ER09DE22.045</GPH> Cruise. Landing. Constant airspeed, gear down, landing configuration flaps. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 5.a.6. Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should be used during recurrent evaluations. For initial evaluation, it is acceptable to have some 1/3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within± 7 dB from approved reference data, providing that the overall trend is correct. 75758 VerDate Sep<11>2014 average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 initial and recurrent evaluation results cannot exceed 2 dB. Propeller-driven airplanes Jkt 259001 All tests in this section should be presented using an unweighted 1/3-octave band format from at least band 17 to 42 (50 Hz to 16 kHz). PO 00000 A measurement of minimum 20 s should be taken at the location corresponding to the approved data set. Frm 00057 Fmt 4701 The approved data set and FSTD results should be produced using comparable data analysis techniques. Sfmt 4725 5.b.l. Ready for engine start. Initial evaluation: ± 5 dB per 1/3 octave band. N orrnal condition prior to engine start. X The APU should be on if appropriate. E:\FR\FM\09DER2.SGM Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. 09DER2 5.b.2 All propellers feathered, if applicable. Initial evaluation: ± 5 dB per 1/3 octave band. Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should be used during recurrent evaluations. Ground. N orrnal condition prior to takeoff. X For initial evaluation, it is acceptable to have some 1/3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within± 7 dB from approved reference data, 75759 Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when ER09DE22.046</GPH> Ground. Refer to paragraph 3.7 of this Appendix. For initial evaluation, it is acceptable to have some 1/3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within± 7 dB from approved reference data, providing that the overall trend is correct. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 5.b Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should be used during recurrent evaluations. lotter on DSK11XQN23PROD with RULES2 Jkt 259001 Ground idle or equivalent. Initial evaluation: ± 5 dB per 1/3 octave band. N orrnal condition prior to takeoff. PO 00000 Frm 00058 Fmt 4701 Sfmt 4725 X X Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should be used during recurrent evaluations. For initial evaluation, it is acceptable to have some 1/3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within ± 7 dB from approved reference data, providing that the overall trend is correct. X Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should be used during recurrent evaluations. For initial evaluation, it is acceptable to have some 1/3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within ± 7 dB from approved reference data, Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. 5.b.4 Flight idle or equivalent. Initial evaluation: ± 5 dB per 1/3 octave band. Ground. N orrnal condition prior to takeoff. E:\FR\FM\09DER2.SGM 09DER2 Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. 5.b.5 All engines at maximum allowable power with brakes set. Initial evaluation: ± 5 dB per 1/3 octave band. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when comoared to initial ER09DE22.047</GPH> Ground. Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should be used during recurrent evaluations. For initial evaluation, it is acceptable to have some 1/3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within ± 7 dB from approved reference data, providing that the overall trend is correct. Ground. N orrnal condition prior to takeoff. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 5.b.3. providing that the overall trend is correct. 75760 VerDate Sep<11>2014 compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 5.b.6 Climb. Jkt 259001 Initial evaluation: ± 5 dB per 1/3 octave band. En-route climb. Medium altitude. X PO 00000 Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Frm 00059 Fmt 4701 Sfmt 4725 5.b.7 Cruise Initial evaluation: ± 5 dB per 1/3 octave band. Cruise. N orrnal cruise configuration. X E:\FR\FM\09DER2.SGM Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. 09DER2 5.b.8 Initial approach. Initial evaluation: ± 5 dB per 1/3 octave band. Approach. Constant airspeed, gear up, flaps extended as appropriate, RPM as per operating manual. X Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should be used during recurrent evaluations. For initial evaluation, it is acceptable to have some 1/3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within ± 7 dB from approved reference data, providing that the overall trend is correct. Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should be used during recurrent evaluations. For initial evaluation, it is acceptable to have some 1/3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within ± 7 dB from approved reference data, providing that the overall trend is correct. Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should be used during recurrent evaluations. For initial evaluation, it is acceptable to have some 1/3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within ± 7 dB from approved reference data, providing that the overall trend is correct. 75761 Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the ER09DE22.048</GPH> providing that the overall trend is correct. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. lotter on DSK11XQN23PROD with RULES2 Final approach. Initial evaluation: ± 5 dB per 1/3 octave band. Landing. Constant airspeed, gear down, landing configuration flaps, RPM as per operating manual. X Jkt 259001 Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. PO 00000 Frm 00060 Fmt 4701 5.c. Special cases. Initial evaluation: ± 5 dB per 1/3 octave band. As appropriate. X Sfmt 4725 E:\FR\FM\09DER2.SGM Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. For initial evaluation, it is acceptable to have some 1/3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within± 7 dB from approved reference data, providing that the overall trend is correct. 09DER2 5.d ER09DE22.049</GPH> FSTD background noise Initial evaluation: background noise levels must fall below the sound levels described Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should be used during recurrent evaluations. This applies to special steadystate cases identified as particularly significant to the pilot, important in training, or unique to a specific airplane type or model. Results of the background noise at initial qualification must be included in the QTG document and approved by the responsible Flight Standards office. The measurements are to be X Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should be used during recurrent evaluations The simulated sound will be evaluated to ensure that the background noise does not interfere with training. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 5.b.9 Where initial evaluation employs approved subjective tuning to develop the approved reference standard, recurrent evaluation tolerances should be used during recurrent evaluations. For initial evaluation, it is acceptable to have some 1/3 octave bands out of± 5 dB tolerance but not more than 2 that are consecutive and in any case within± 7 dB from approved reference data, providing that the overall trend is correct. 75762 VerDate Sep<11>2014 average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. lotter on DSK11XQN23PROD with RULES2 * * * VerDate Sep<11>2014 in Paragraph 7.c (5) of this Attachment. made with the simulation running, the sound muted and a dead cockpit. Refer to paragraph 7 of this Attachment. * Jkt 259001 5.e Frequency response Initial evaluation: not applicable. This test should be presented using an unweighted 1/3 octave band format from band 17 to 42 (50 Hz to 16 kHz). Ground (static with all systems switched oft) X PO 00000 Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Frm 00061 Fmt 4701 Sfmt 4700 6 6.a. E:\FR\FM\09DER2.SGM 6.a.l SYSTEMS INTEGRATION System response time Transport delay. Motion system and instrument response: 100 ms (or less) after airplane response. Only required if the results are to be used during continuing qualification evaluations in lieu of airplane tests. The results must be approved by the responsible Flight Standards office during the initial qualification. This test should be presented using an unweighted 1/3 octave band format from band 17 to 42 (50 Hz to 16 kHz). Pitch, roll and yaw. X X One separate test is required in each axis. Where EFVS systems are installed, the EFVS response should be within+ or - 30 ms from visual system response, and not before motion system response. Visual system response: 120 ms (or less) after airplane response. 09DER2 Note.-The delay.from the airplane EFVS electronic elements should be added to the 30 ms tolerance before comparison with visual system reference. Transport delay. 300 milliseconds or less after controller movement. Pitch, roll and yaw. X X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations * 18:43 Dec 08, 2022 Recurrent evaluation: ±3 dB per 1/3 octave band compared to initial evaluation. 75763 ER09DE22.050</GPH> lotter on DSK11XQN23PROD with RULES2 Jkt 259001 Table of Ob_jective Tests Test Entry Number and Title Sim Level AIB PO 00000 Frm 00062 Notes ******* 1.a.2. Performance. Taxi Rate of Turn vs. Nosewheel Steering Angle X Data may be acquired by using a constant tiller position, measured with a protractor or full rudder pedal application for steady state tum, and synchronized video of heading indicator. If less than full rudder pedal is used, pedal position must be recorded. A single procedure may not be adequate for all airplane steering systems, therefore appropriate measurement procedures must be devised and proposed for the responsible Flight Standards office concurrence. XIX Surface position data may be acquired from flight data recorder (FDR) sensor or, if no FDR sensor, at selected, significant column positions (encompassing significant column position data points), acceptable to the responsible Flight Standards office, using a control surface protractor on the ground. Force data may be acquired by using a hand held force gauge at the same column position data points. For airplanes with reversible control systems, surface position data acquisition should be accomplished with winds less than 5 kts. Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.051</GPH> Alternative Data Sources, Procedures, and Instrumentation ******* 2.a.1.a. Handling Qualities. Static Control Checks. Pitch Controller Position vs. Force and Surface Position Calibration Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 described in para~raph 9 of Appendix A are not used. 75764 VerDate Sep<11>2014 TableA2E Alternative Data Sources, Procedures, and Instrumentation QPS REQUIREMENTS The standards in this table are required if the data gathering methods INFORMATION lotter on DSK11XQN23PROD with RULES2 * * * VerDate Sep<11>2014 * Jkt 259001 PO 00000 Frm 00063 X X X X Handling Qualities. Static Control Checks. Roll Controller Position vs. Force and Surface Position Calibration Fmt 4701 Sfmt 4700 2.a.3.a. E:\FR\FM\09DER2.SGM Handling Qualities. Static Control Checks. Rudder Pedal Position vs. Force and Surface Position Calibration 09DER2 Surface position data may be acquired from flight data recorder (FDR) sensor or, if no FDR sensor, at selected, significant wheel positions (encompassing significant wheel position data points), acceptable to the responsible Flight Standards office, using a control surface protractor on the ground. Force data may be acquired by using a hand held force gauge at the same wheel position data points. Surface position data may be acquired from flight data recorder (FDR) sensor or, if no FDR sensor, at selected, significant rudder pedal positions (encompassing significant rudder pedal position data points), acceptable to the responsible Flight Standards office, using a control surface protractor on the ground. Force data may be acquired by using a hand held force gauge at the same rudder pedal position data points. For airplanes with reversible control systems, surface position data acquisition should be accomplished with winds less than 5 kts. For airplanes with reversible control systems, surface position data acquisition should be accomplished with winds less than 5 kts. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations * 18:43 Dec 08, 2022 2.a.2.a. 75765 ER09DE22.052</GPH> lotter on DSK11XQN23PROD with RULES2 * * Jkt 259001 Attachment 4 * * * Fmt 4701 Sfmt 4700 E:\FR\FM\09DER2.SGM Attachment 4 to Appendix A to Part 60— Figure A4A—Sample Letter, Request for Initial, Upgrade, or Reinstatement Evaluation Information Frm 00064 Attachment 4 to Appendix A to Part 60— FigureA4C—Sample Letter of Compliance PO 00000 z Simulator Level AIBICID This table specifies the minimum airport model content and functionality necessary to add airport models to a simulator's model library, beyond those necessary for qualification at the stated level, without the necessity of further involvement of the responsible Flight Standards office or TPAA. ******* 09DER2 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations * 18:43 Dec 08, 2022 ~ Additional Airport Models Beyond Minimum Required for Qualification Class II Airport Models 75766 * Attachments 3 * * * * VerDate Sep<11>2014 ER09DE22.053</GPH> -= -= = c] TableA3C Functions and Sub_jective Tests QPS REQUIREMENTS lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 Attachment Appendix A FigureA4C Letter of Date - - - Jkt 259001 D The FFS will be used within the sponsor's FAA approved training program and placed on the sponsor's Training/Operations Specifications. PO 00000 D The FFS will be used for dry lease only. We agree to provide the formal request for the evaluation to your staff as follows: (check one) Frm 00065 D For QTG tests run at the factory, not later, than 45 days prior to the proposed evaluation date with the additional "1/3 on-site" tests provided not later than 14 days prior to the proposed evaluation date. Fmt 4701 D For QTG tests run on-site, not later than 30 days prior to the proposed evaluation date. We understand that the formal request will contain the following documents: Sfmt 4725 E:\FR\FM\09DER2.SGM 1. Sponsor's Letter of Request (Company Compliance Letter). 2. Principal Operations Inspector (POI) or Training Center Program Manager's (TCPM) endorsement. 3. Complete QTG. If we are unable to meet the above requirements, we understand this may result in a significant delay, perhaps 45 days or more, in rescheduling and completing the evaluation. (The sponsor should add additional comments as necessary). 09DER2 Please contact (Name Telephone and Fax Number of Sponsor's Contact) to confirm the date for this initial evaluation. We understand a member of your National Simulator Program staff will respond to this request within 14 days. A copy of this letter of intent has been provided to (Name), the Principal Operations Inspector (POI) and/or Training Center Program Manager (TCPM). Sincerely, ER09DE22.054</GPH> 75767 Attachment: FFS Information Form cc: POI/TCPM Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 RE: Request for Initial/Upgrade Evaluation Date This is to advise you of our intent to request an (initial or upgrade) evaluation of our (FFS Manufacturer). (Aircraft Type/Level) Full Flight Simulator (FFS), (FAA ID Number, if previously qualified), located in .(£i!y.. State) at the (Facility) on (Proposed Evaluation Date). (The proposed evaluation date shall not be more than 180 days following the date of this letter.) The FFS will be sponsored by (Name of Training Center/Air Carrier}, FAA Designator (4 Letter Code). The FFS will be sponsored as follows: (Select One) 4 to to Part 60-Sample Compliance lotter on DSK11XQN23PROD with RULES2 Jkt 259001 Dear Mr. (Name ofTPAA): PO 00000 RE: Frm 00066 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM (Operator Sponsor Name) requests evaluation of our (Aircraft Type) FFS for Level LJ qualification. The (FFS Manufacturer Name) FFS with (Visual System Manufacturer Name/Model) system is fully defined on the FFS Information page of the accompanying Qualification Test Guide (QTG). We have completed the tests of the FFS and certify that it meets all applicable requirements of FAR parts 121, 125, or 135), and the guidance of (AC 120-40B or 14 CFR Part 60). Appropriate hardware and software configuration control procedures have been established. Our Pilot(s), (Name(s)), who are qualified on (Aircraft Type) aircraft have assessed the FFS and have found that it conforms to the (Operator/Sponsor) (Aircraft Type) flight deck configuration and that the simulated systems and subsystems function equivalently to those in the aircraft. The above named pilot(s) have also assessed the performance and the flying qualities of the FFS and find that it represents the respective aircraft. (Added Comments may be placed here) 09DER2 Sincerely, (Sponsor Representative) ER09DE22.055</GPH> Letter of Compliance Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 Mr. (Name of Training Program Approval Authority): (Name of responsible Flight Standards office) (Address) (City/State/Zip) 75768 (Date) Information VerDate Sep<11>2014 INFORMATION lotter on DSK11XQN23PROD with RULES2 PO 00000 Frm 00067 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM FAA Initial Evaluation Date: - - - - - Date: (Sponsor) 09DER2 Date: FAA Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations Jkt 259001 FAA QUALIFICATION TEST GUIDE (SPECIFIC AIRPLANE MODEL) for example Stratos BA797-320A (Type of Simulator) (Simulator Identification Including Manufacturer, Serial Number, Visual System Used) (Simulator Level) (Qualification Performance Standard Used) (Simulator Location) Attachment 4 to Appendix A to Part 60— Figure A4D—Sample Qualification Test Guide Cover Page 18:43 Dec 08, 2022 INFORMATION VerDate Sep<11>2014 SPONSOR NAME SPONSOR ADDRESS 75769 ER09DE22.056</GPH> lotter on DSK11XQN23PROD with RULES2 Frm 00068 Fmt 4701 And pursuant to 14 CFR Part 60 found it to meet its original qualification basis, Aq 120-40B (MM/DD/YY) Sfmt 4700 The Master Qualification Test Guide and the attached Configuration List and Restrictions List Provide the Qualification Basis for this device to operate at E:\FR\FM\09DER2.SGM Level D 09DER2 ER09DE22.127</GPH> FAA Identification Number 999 Until April 30, 2010 Unless sooner rescinded or extended by the FAA March 15, 2009 B. Williamson (date) (for the FAA) Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations PO 00000 Go-Fast Airlines Farnsworth Z-100 Full Flight Simulator 75770 Jkt 259001 This is to certify that representatives of the FAA Completed an evaluation of the Attachment 4 to Appendix A to Part 60— Figure A4E—Sample Statement of Qualification—Certificate 18:43 Dec 08, 2022 Certificate of Qualification INFORMATION VerDate Sep<11>2014 Federal Aviation Administration Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations * * * * * 41. In appendix B to part 60: a. In the introductory ‘‘Begin Information’’ text: ■ i. In the first sentence, remove ‘‘or Level 6’’ and in its place add ‘‘Level 6, or Level 7’’; ■ ii. In the second sentence, remove ‘‘, NSPM,’’; ■ iii. In the last sentence, remove the phrase ‘‘NSPM, or a person or persons assigned by the NSPM’’ and add in its place the words ‘‘responsible Flight Standards office’’. ■ b. In section 1: ■ i. Remove and reserve paragraph b.; ■ ii. Remove the last sentence of paragraph c.; ■ iii. In paragraph d.(12), add the words ‘‘Flightcrew Member’’ after ‘‘as amended,’’; and ■ iv. Revise paragraph d.(26). ■ c. In section 11: ■ i. In paragraph o. introductory text, remove the words ‘‘an NSP pilot’’ and add in their place the phrase ‘‘a pilot from the responsible Flight Standards office’’ and remove second instance of the word ‘‘NSP’’; ■ ii. In paragraph r.(1), remove the word ‘‘NSP’’; and ■ iii. In paragraph v., remove the phrase ‘‘NSPM or visit the NSPM website’’ and add in its place the words ‘‘responsible Flight Standards office’’. ■ d. In attachment 1, revise table B1A; ■ e. In attachment 2: ■ i. Revise table B2A; lotter on DSK11XQN23PROD with RULES2 ■ ■ VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 ii. In section 4.b., remove the word ‘‘NSP’’ and add in its place the word ‘‘FAA’’; and ■ iii. In table B2F, revise entries 2.a.1.a., 2.a.2.a., and 2.a.3.a.; ■ f. In attachment 3, revise table B3C; ■ g. In attachment 4: ■ i. In the table of contents, revise the entry for Figure B4H to read ‘‘[Reserved]’’; ■ ii. Revise figures B4A, B4C, B4D, and B4E; ■ iii. Remove and reserve figure B4H; ■ h. Remove the word ‘‘NSPM’’ and in its place add the words ‘‘responsible Flight Standards office’’ in the following places: ■ i. Section 1. Introduction, paragraph c., first two instances; ■ ii. Section 9. FTD Objective Data Requirements, paragraphs d., d.(1), d.(2), g., h. and i.; ■ iii. Section 10. Special Equipment and Personnel Requirements for Qualification of the FTD, paragraph a; ■ iv. Section 11. Initial (and Upgrade) Qualification Requirements, paragraphs b.(2), b.(3), d., f., g.(1), h., j., k., l., m., n., n.(2), o., p., q., r.(2), s., t., and w.; ■ v. Section 13. Previously Qualified FTDs, paragraphs a.(1), a.(3), a.(4), a.(5), d., and i.; ■ vi. Section 14. Inspection, Continuing Qualification Evaluation, and Maintenance Requirements, paragraphs a., d., and h.; ■ vii. Section 17. Modifications to FTDs, paragraphs b.(1) and b.(2); ■ PO 00000 Frm 00069 Fmt 4701 Sfmt 4700 75771 viii. Section 19. Automatic Loss of Qualification and Procedures for Restoration of Qualification; ■ ix. Section 20. Other Losses of Qualification and Procedures for Restoration of Qualification; Section ■ x. Attachment 2, section 2. Test Requirements, paragraphs a., h., j., k., and l.; and ■ xi. Attachment 2, section 5. Alternative Data Sources, Procedures, and Instrumentation: Level 6 FTD Only, paragraphs c., d.(2), and e. ■ n. Remove the word ‘‘NSP’’ in the following places: ■ i. Section 14, paragraph f; and ■ ii. Attachment 3, paragraphs 1.b, and 1.c. ■ The revisions read as follows: Appendix B to Part 60 Qualification Performance Standards for Airplane Flight Training Devices * * * * * * * 1. Introduction * * * d. * * * 26. FAA Airman Certification Standards and Practical Test Standards for Airline Transport Pilot, Type Ratings, Commercial Pilot, and Instrument Ratings. * * * * * Attachment 1 to Appendix B to Part 60— General FTD REQUIREMENTS * E:\FR\FM\09DER2.SGM * * 09DER2 * * lotter on DSK11XQN23PROD with RULES2 75772 VerDate Sep<11>2014 Jkt 259001 PO 00000 Entry Number General FTD Requirements Frm 00070 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 1. General Fli2ht deck Confi2uration. 1.a. The FTD must have a flight deck that is a replica of the airplane simulated with controls, equipment, observable flight deck indicators, circuit breakers, and bulkheads properly located, functionally accurate and replicating the airplane. The direction of movement of controls and switches must be identical to that in the airplane. Pilot seat( s) must afford the capability for the occupant to be able to achieve the design "eye position." Equipment for the operation of the flight deck windows must be included, but the actual windows need not be operable. Fire axes, extinguishers, and spare light bulbs must be available in the flight FTD, but may be relocated to a suitable location as near as practical to the original position. Fire axes, landing gear pins, and any similar purpose instruments need only be represented in silhouette. INFORMATION FTD Level Notes 4 Is I6 I7 09DER2 X X For FTD purposes, the flight deck consists of all that space forward of a cross section of the fuselage at the most extreme aft setting of the pilots' seats including additional, required flight crewmember duty stations and those required bulkheads aft of the pilot seats. For clarification, bulkheads containing only items such as landing gear pin storage compartments, fire axes and Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 ER09DE22.057</MATH> Table BlA - Minimum FTD Requirements QPS REQUIREMENTS lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 Jkt 259001 PO 00000 Frm 00071 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 1.b. For Level 6 FTDs, flight deck window panes may be omitted where non-distracting and subjectively acceptable to conduct qualified training tasks. 75773 ER09DE22.058</MATH> Level 7 FTD only; The display image of any three dimensional instrument, such as an electromechanical instrument, should appear to have the same three dimensional depth as the replicated instrument. The appearance of the simulated instrument, when viewed from the principle operator's angle, should replicate that of the actual airplane instrument. Any instrument reading inaccuracy due to viewing angle and parallax present in the actual airplane instrument should be duplicated in the simulated instrument display image. Viewing angle error and parallax must be minimized on shared instruments such and engine displays and standby indicators. The FTD must have equipment (e.g., instruments, panels, systems, circuit IX IX breakers, and controls) simulated sufficiently for the authorized training/checking events to be accomplished. The installed equipment must be located in a spatially correct location and may be in a flight deck or an open flight deck area. Additional equipment required for the authorized training/checking events must be available in the FTD, but may be located in a suitable location as near as practical to the spatially correct position. extinguishers, spare light bulbs, aircraft documents pouches are not considered essential and may be omitted. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 The use of electronically displayed images with physical overlay or masking for FTD instruments and/or instrument panels is acceptable provided: ( 1) All instruments and instrument panel layouts are dimensionally correct with differences, if any, being imperceptible to the pilot; (2) Instruments replicate those of the airplane including full instrument functionality and embedded logic; (3) Instruments displayed are free of quantization (stepping); (4) Instrument display characteristics replicate those of the airplane including: resolution, colors, luminance, brightness, fonts, fill patterns, line styles and symbology; ( 5) Overlay or masking, including bezels and bugs, as applicable, replicates the airplane panel(s); (6) Instrument controls and switches replicate and operate with the same technique, effort, travel and in the same direction as those in the airplane; (7) Instrument lighting replicates that of the airplane and is operated from the FSTD control for that lighting and, if applicable, is at a level commensurate with other lighting operated by that same control; and (8) As applicable, instruments must have faceplates that replicate those in the airplane; and lotter on DSK11XQN23PROD with RULES2 Jkt 259001 PO 00000 Frm 00072 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.059</MATH> X X X An SOC is required. A flight dynamics model that accounts for various combinations of drag and thrust normally encountered in flight must correspond to actual flight conditions, including the effect of change in airplane attitude, thrust, drag, altitude, temperature, gross weight, moments of inertia, center of gravity location, and configuration. X The effects of pitch attitude and of fuel slosh on the aircraft center of gravity must be simulated. 2.b. 2.c.1 An SOC is required. The FTD must have the computer capacity, accuracy, resolution, and dynamic response needed to meet the qualification level sought. An SOC is required. Relative responses of the flight deck instruments must be measured by latency tests, or transport delay tests, and may not exceed 300 milliseconds. The instruments must respond to abrupt input at the pilot's position within the allotted time, but not before the time when the airplane responds under the same conditions. (1) Latency: The FTD instrument and, if applicable, the motion system and the visual system response must not be prior to that time when the X X X X X X The intent is to verify that the FTD provides instrument cues that are, within the stated time delays, like the airplane responses. For airplane response, acceleration in the appropriate, corresponding rotational axis is preferred. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 2.a.2 75774 VerDate Sep<11>2014 Actuation of equipment must replicate the appropriate function in the airplane. Fire axes, landing gear pins, and any similar purpose instruments need only be represented in silhouette. 1.c. Those circuit breakers that affect procedures or result in observable flight deck indications must be properly located and functionally accurate. 2. Pro2rammin2. The FTD must provide the proper effect of aerodynamic changes for the 2.a.1 combinations of drag and thrust normally encountered in flight. This must include the effect of change in airplane attitude, thrust, drag, altitude, temperature, and configuration. Level 6 additionally requires the effects of changes in gross weight and center of gravity. Level 5 requires only generic aerodynamic programming. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 Jkt 259001 PO 00000 Frm 00073 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 2.d.1. Ground effect. 2.d.2. Ground reaction. X The intent is to verify that the FTD provides instrument, motion, and visual cues that are, within the stated time delays, like the airplane responses. For airplane response, acceleration in the appropriate, corresponding rotational axis is preferred. X Ground effect includes modeling that accounts for roundout, flare, touchdown, lift, drag, pitching moment, trim, and power while in ground effect. X Ground reaction includes modeling that accounts for strut deflections, tire friction, and side forces. This is the reaction of the airplane upon contact with the runway during landing, and may differ with changes in factors such as gross weight, airspeed, or rate of descent on touchdown. 75775 ER09DE22.060</MATH> 2.d. 100 ms for the motion (if installed) and instrument systems; and 120 ms for the visual system. Ground handling and aerodynamic programming must include the following: Additional information regarding Latency and Transport Delay testing may be found in Appendix A, Attachment 2, paragraph 15. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 2.c.2. airplane responds and may respond up to 300 milliseconds after that time under the same conditions. (2) Transport Delay: As an alternative to the Latency requirement, a transport delay objective test may be used to demonstrate that the FTD system does not exceed the specified limit. The sponsor must measure all the delay encountered by a step signal migrating from the pilot's control through all the simulation software modules in the correct order, using a handshaking protocol, finally through the normal output interfaces to the instrument display and, if applicable, the motion system, and the visual system. Relative responses of the motion system, visual system, and flight deck instruments, measured by latency tests or transport delay tests. Motion onset should occur before the start of the visual scene change (the start of the scan of the first video field containing different information) but must occur before the end of the scan of that video field. Instrument response may not occur prior to motion onset. Test results must be within the following limits: lotter on DSK11XQN23PROD with RULES2 Jkt 259001 PO 00000 Frm 00074 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 2.f. 2.g. ER09DE22.061</MATH> Ground handling characteristics, including aerodynamic and ground reaction modeling including steering inputs, operations with crosswind, gusting crosswind, braking, thrust reversing, deceleration, and turning radius. If the aircraft being simulated is one of the aircraft listed in § 121.3 5 8, Lowaltitude windshear system equipment requirements, the FTD must employ windshear models that provide training for recognition of windshear phenomena and the execution of recovery procedures. Models must be available to the instructor/evaluator for the following critical phases of flight: (1) Prior to takeoff rotation; (2) At liftoff; (3) During initial climb; and (4) On final approach, below 500 ft AGL. The QTG must reference the FAA Windshear Training Aid or present alternate airplane related data, including the implementation method(s) used. If the alternate method is selected, wind models from the Royal Aerospace Establishment (RAE), the Joint Airport Weather Studies (JAWS) Project and other recognized sources may be implemented, but must be supported and properly referenced in the QTG. X The addition of realistic levels of turbulence associated with each required windshear profile must be available and selectable to the instructor. For Level 7 FTDs, windshear training tasks may only be qualified for aircraft equipped with a synthetic stall warning system. The qualified windshear profile(s) are evaluated to ensure the synthetic stall warning ( and not the stall buffet) is first indication of the stall. X Automatic "flagging" of outof-tolerance situations is encouraged. In addition to the four basic windshear models required for qualification, at least two additional "complex" windshear models must be available to the instructor which represent the complexity of actual windshear encounters. These models must be available in the takeoff and landing configurations and must consist of independent variable winds in multiple simultaneous components. The Windshear Training Aid provides two such example "complex" windshear models that may be used to satisfy this requirement. The FTD must provide for manual and automatic testing of FTD hardware and software programming to determine compliance with FTD objective tests as prescribed in Attachment 2 of this appendix. An SOC is required. The FTD must accurately reproduce the following runway conditions: (1) Dry; (2) Wet; X Windshear models may consist of independent variable winds in multiple simultaneous components. The FAA Windshear Training Aid presents one acceptable means of compliance with FTD wind model requirements. The FTD should employ a method to ensure the required survivable and non-survivable windshear scenarios are repeatable in the training environment. X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 2.e. 75776 VerDate Sep<11>2014 2.d.3. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 2.h. Jkt 259001 PO 00000 2.i. An SOC is required. The FTD must simulate: (1) brake and tire failure dynamics, including antiskid failure; and (2) decreased brake efficiency due to high brake temperatures, if applicable. Frm 00075 Fmt 4701 Sfmt 4725 An SOC is required Engine and Airframe Icing Modeling that includes the effects of icing, where appropriate, on the airframe, aerodynamics, and the engine(s). Icing models must simulate the aerodynamic degradation effects of ice accretion on the airplane lifting surfaces including loss of lift, decrease in stall angle of attack, change in pitching moment, decrease in control effectiveness, and changes in control forces in addition to any overall increase in drag. Aircraft systems ( such as the stall protection system and autoflight system) must respond properly to ice accretion consistent with the simulated aircraft. E:\FR\FM\09DER2.SGM Aircraft OEM data or other acceptable analytical methods must be utilized to develop ice accretion models that are representative of the simulated aircraft's performance degradation in a typical in-flight icing encounter. Acceptable analytical methods may include wind tunnel analysis and/or engineering analysis of the aerodynamic effects of icing on the lifting surfaces coupled with tuning and supplemental subjective assessment by a subject matter expert pilot. 09DER2 SOC required. X FTD pitch, side loading, and directional control characteristics should be representative of the airplane. X SOC should be provided describing the effects which provide training in the specific skills required for recognition of icing phenomena and execution of recovery. The SOC should describe the source data and any analytical methods used to develop ice accretion models including verification that these effects have been tested. Icing effects simulation models are only required for those airplanes authorized for operations in icing conditions. Icing simulation models should be developed to provide training in the specific skills required for recognition of ice accumulation and execution of the required response. ER09DE22.062</MATH> 75777 See Attachment 7 of this Appendix for further guidance material. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 (3) Icy; ( 4) Patchy Wet; ( 5) Patchy Icy; and (6) Wet on Rubber Residue in Touchdown Zone. lotter on DSK11XQN23PROD with RULES2 Jkt 259001 PO 00000 Frm 00076 Fmt 4701 An SOC is required. 3. Equipment Operation. 3.a. All relevant instrument indications involved in the simulation of the airplane must automatically respond to control movement or external disturbances to the simulated airplane; e.g., turbulence or windshear. Numerical values must be presented in the appropriate units. Sfmt 4725 E:\FR\FM\09DER2.SGM 3.b.1. 09DER2 3.b.2. 3.b.3. ER09DE22.063</MATH> An SOC is required and must include references to computations of aeroelastic representations and of nonlinearities due to sideslip. The FTD must have aerodynamic and ground reaction modeling for the effects of reverse thrust on directional control, if applicable. For Level 7 FTDs, instrument indications must also respond to effects resulting from icing. Navigation equipment must be installed and operate within the tolerances applicable for the airplane. Levels 6 must also include communication equipment (inter-phone and air/ground) like that in the airplane and, if appropriate to the operation being conducted, an oxygen mask microphone system. Level 5 need have only that navigation equipment necessary to fly an instrument approach. Communications, navigation, caution, and warning equipment must be installed and operate within the tolerances applicable for the airplane. Instructor control of internal and external navigational aids.Navigation aids must be usable within range or line-of-sight without restriction, as applicable to the geographic area. Complete navigation database for at least 3 airports with corresponding precision and non-precision approach procedures, including navigational database updates. X X X X X X X See Attachment 3 of this appendix for further information regarding longrange navigation equipment. X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 2.k. X See Attachment 2 of this appendix, paragraph 5, for further information on ground effect. The aerodynamic modeling in the FTD must include: (1) Low-altitude level-flight ground effect; (2) Mach effect at high altitude; (3) Normal and reverse dynamic thrust effect on control surfaces; (4) Aeroelastic representations; and (5) Nonlinearities due to sideslip. 75778 VerDate Sep<11>2014 2.j. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 3.c.1. Jkt 259001 PO 00000 Frm 00077 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 3.d. The lighting environment for panels and instruments must be sufficient for the operation being conducted. 3.e. The FTD must provide control forces and control travel that corresponds to the airplane being simulated. Control forces must react in the same manner as in the airplane under the same flight conditions. ER09DE22.064</MATH> 75779 For Level 7 FTDs, control systems must replicate airplane operation for the normal and any non-normal modes including back-up systems and should reflect failures of associated systems. Appropriate cockpit indications and messages must be replicated. At a minimum, alternate approved data should validate the operation of all normal, abnormal, and emergency operating procedures and training tasks the FSTD is qualified to conduct. X X X X Back-lighted panels and instruments may be installed but are not required. X X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 3.c.2. Installed systems must simulate the applicable airplane system operation, both X X X on the ground and in flight. Installed systems must be operative to the extent that applicable normal, abnormal, and emergency operating procedures included in the sponsor's training programs can be accomplished. Level 6 must simulate all applicable airplane flight, navigation, and systems operation. Level 5 must have at least functional flight and navigational controls, displays, and instrumentation. Level 4 must have at least one airplane system installed and functional. Simulated airplane systems must operate as the airplane systems operate X Airplane system operation under normal, abnormal, and emergency operating conditions on the ground should be predicated on, and and in flight. traceable to, the system data supplied by the airplane Once activated, proper systems operation must result from system manufacturer, original management by the crew member and not require any further input from the equipment manufacturer or instructor's controls. alternative approved data for the airplane system or component. lotter on DSK11XQN23PROD with RULES2 75780 VerDate Sep<11>2014 Jkt 259001 PO 00000 Frm 00078 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 ER09DE22.065</MATH> The FTD must provide control forces and control travel of sufficient precision X to manually fly an instrument approach. X 3.e. FTD control feel dynamics must replicate the airplane. This must be determined by comparing a recording of the control feel dynamics of the FTD to airplane measurements. For initial and upgrade qualification evaluations, the control dynamic characteristics must be measured and recorded directly from the flight deck controls, and must be accomplished in takeoff, cruise, and landing flight conditions and configurations. 4. Instructor or Evaluator Facilities. X X X These seats need not be a 4.a.1. In addition to the flight crewmember stations, suitable seating arrangements for an instructor/check airman and FAA Inspector must be available. These replica of an aircraft seat and seats must provide adequate view of crewmember's panel(s). may be as simple as an office chair placed in an appropriate position. X The responsible Flight 4.a.2. In addition to the flight crewmember stations, the FTD must have at least two suitable seats for the instructor/check airman and FAA inspector. These seats Standards office will consider must provide adequate vision to the pilot's panel and forward windows. All alternatives to this standard for seats other than flight crew seats need not represent those found in the additional seats based on airplane, but must be adequately secured to the floor and equipped with unique flight deck similar positive restraint devices. configurations. X X X 4.b.1. The FTD must have instructor controls that permit activation of normal, abnormal, and emergency conditions as appropriate. Once activated, proper system operation must result from system management by the crew and not require input from the instructor controls. X 4.b.2. The FTD must have controls that enable the instructor/evaluator to control all required system variables and insert all abnormal or emergency conditions into the simulated airplane systems as described in the sponsor's FAAapproved training program; or as described in the relevant operating manual as appropriate. X 4.c. The FTD must have instructor controls for all environmental effects expected to be available at the IOS; e.g., clouds, visibility, icing, precipitation, temperature, storm cells and microbursts, turbulence, and intermediate and high altitude wind speed and direction. X For example, another airplane 4.d. The FTD must provide the instructor or evaluator the ability to present ground and air hazards. crossing the active runway or converging airborne traffic. 5. Motion System. 3.f. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 5.a. Jkt 259001 PO 00000 Frm 00079 6. Visual System. The FTD may have a visual system, if desired, although it is not required. If a visual 6.a. system is installed, it must meet the following criteria: The visual system must respond to abrupt input at the pilot's position. 6.a.1. Fmt 4701 6.a.2. Sfmt 4725 6.a.3. An SOC is required. The visual system must be at least a single channel, non-collimated display. An SOC is required. The visual system must provide at least a field-of-view of 18° vertical/ 24 ° horizontal for the pilot flying. X X X The motion system standards set out in part 60, Appendix A for at least Level A simulators is acceptable. X X The motion system standards set out in part 60, Appendix A for at least Level A simulators is acceptable. X X X X X X X X X X X E:\FR\FM\09DER2.SGM 6.a.4. An SOC is required. The visual system must provide for a maximum parallax of 10° per pilot. X X X 6.a.5. An SOC is required. The visual scene content may not be distracting. X X X X X X An SOC is required. The minimum distance from the pilot's eye position to the surface of a direct view display may not be less than the distance to any front panel instrument. 6.a.7. An SOC is required. The visual system must provide for a minimum resolution of 5 arc-minutes for both computed and displayed pixel size. 6.b. If a visual system is installed and additional training, testing, or checking credits are 09DER2 6.a.6. An SOC is required. ER09DE22.066</MATH> X Directly projected, noncollimated visual displays may prove to be unacceptable for dual pilot applications. 75781 being sought on the basis of having a visual system, a visual system meeting the standards set out for at least a Level A FPS (see Appendix A of this part) will be required. A "direct-view," non-collimated visual system (with the other requirements for a Level A visual system met) may be considered satisfactory for those Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 5.b. The FTD may have a motion system, if desired, although it is not required. If a motion system is installed and additional training, testing, or checking credits are being sought on the basis of having a motion system, the motion system operation may not be distracting and must be coupled closely to provide integrated sensory cues. The motion system must also respond to abrupt input at the pilot's position within the allotted time, but not before the time when the airplane responds under the same conditions. If a motion system is installed, it must be measured by latency tests or transport delay tests and may not exceed 300 milliseconds. Instrument response may not occur prior to motion onset. lotter on DSK11XQN23PROD with RULES2 Jkt 259001 PO 00000 An SOC is required. The FTD must have a visual system providing an out-of-the-flight deck view. The FTD must provide a continuous visual field-of-view of at leastl 76° horizontally and 36° vertically or the number of degrees necessary to meet the visual ground segment requirement, whichever is greater. The minimum horizontal field-of-view coverage must be plus and minus one-half(½) of the minimum continuous field-of-view requirement, centered on the zero degree azimuth line relative to the aircraft fuselage. Frm 00080 An SOC is required and must explain the system geometry measurements including system linearity and field-of-view. Fmt 4701 6.e. Sfmt 4725 E:\FR\FM\09DER2.SGM 6.f. 09DER2 6.g. 6.i. Collimation is not required but parallax effects must be minimized (not greater than 10° for each pilot when aligned for the point midway between the left and right seat eyepoints). The visual system must be free from optical discontinuities and artifacts that create non-realistic cues. The FTD must have operational landing lights for night scenes. Where used, dusk ( or twilight) scenes require operational landing lights. The FTD must have instructor controls for the following: (1) Visibility in statute miles (km) and runway visual range (RVR) in ft.(m); (2) Airport selection; and (3) Airport lighting. The FTD must provide visual system compatibility with dynamic response programming. The FTD must show that the segment of the ground visible from the FTD flight deck is the same as from the airplane flight deck (within established X X The horizontal field-of-view is traditionally described as a 180° field-of-view. However, the field-of-view is technically no less than 176°. Additional field-of-view capability may be added at the sponsor's discretion provided the minimum fields of view are retained. X Non-realistic cues might include image "swimming" and image "roll-off," that may lead a pilot to make incorrect assessments of speed, acceleration, or situational awareness. X X X X This will show the modeling accuracy ofRVR, glideslope, and localizer for a given weight, configuration, and speed within Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 6.c. 6.d. 6.h. ER09DE22.067</MATH> 75782 VerDate Sep<11>2014 installations where the visual system design "eye point" is appropriately adjusted for each pilot's position such that the parallax error is at or less than 10° simultaneously for each pilot. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 6.j. 6.k. Jkt 259001 PO 00000 6.1. Frm 00081 Fmt 4701 6.m. 6.n. Sfmt 4725 E:\FR\FM\09DER2.SGM 6.o. The FTD must provide visual cues necessary to assess sink rates (provide depth perception) during takeoffs and landings, to include: (1) Surface on runways, taxiways, and ramps; and (2) Terrain features. The FTD must provide for accurate portrayal of the visual environment relating to the FTD attitude. The FTD must provide for quick confirmation of visual system color, RVR, focus, and intensity. 09DER2 X Visual attitude vs. FTD attitude is a comparison of pitch and roll of the horizon as displayed in the visual scene compared to the display on the attitude indicator. X X X X 75783 An SOC is required. The FTD must be capable of producing at least 10 levels of occulting. Night Visual Scenes. When used in training, testing, or checking activities, the FTD must provide night visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing. Scenes must include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illuminated by airplane landing lights. Dusk (or Twilight) Visual Scenes. When used in training, testing, or checking activities, the FTD must provide dusk (or twilight) visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing. Dusk (or twilight) scenes, as a minimum, must provide full color presentations of reduced ambient intensity, sufficient surfaces with appropriate textural cues that include self-illuminated objects such as road networks, ramp lighting and airport signage, to conduct a visual approach, landing and airport movement (taxi). Scenes must include a definable horizon and typical terrain characteristics such as fields, roads and bodies of water and surfaces illuminated by airplane landing lights. If provided, directional horizon lighting must have correct orientation and be consistent with surface shading effects. Total night or dusk (twilight) scene X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 ER09DE22.068</MATH> the airplane's operational envelope for a normal approach and landing. tolerances) when at the correct airspeed, in the landing configuration, at the appropriate height above the touchdown zone, and with appropriate visibility. lotter on DSK11XQN23PROD with RULES2 Jkt 259001 PO 00000 Frm 00082 Fmt 4701 6.q. An SOC is required. Daylight Visual Scenes. The FTD must provide daylight visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing. Any ambient lighting must not "washout" the displayed visual scene. Total daylight scene content must be comparable in detail to that produced by 10,000 visible textured surfaces and 6,000 visible lights with sufficient system capacity to display 16 simultaneously moving objects. The visual display must be free of apparent and distracting quantization and other distracting visual effects while the FTD is in motion. An SOC is required. The FTD must provide operational visual scenes that portray physical relationships known to cause landing illusions to pilots. Sfmt 4725 E:\FR\FM\09DER2.SGM 6.r. 09DER2 6.s. The FTD must provide special weather representations of light, medium, and heavy precipitation near a thunderstorm on takeoff and during approach and landing. Representations need only be presented at and below an altitude of 2,000 ft. (610 m) above the airport surface and within 10 miles (16 km) of the airport. The FTD must present visual scenes of wet and snow-covered runways, including runway lighting reflections for wet conditions, partially obscured lights for snow conditions, or suitable alternative effects. The FTD must present realistic color and directionality of all airport lighting. The following weather effects as observed on the visual system must be simulated and respective instructor controls provided. (1) Multiple cloud layers with adjustable bases, tops, sky coverage and scud effect; (2) Storm cells activation and/or deactivation; X X For example: short runways, landing approaches over water, uphill or downhill runways, rising terrain on the approach path, unique topographic features. X X X X Scud effects are low, detached, and irregular clouds below a defined cloud layer. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 6.p. 6.t. 6.u. ER09DE22.069</MATH> 75784 VerDate Sep<11>2014 content must be comparable in detail to that produced by 10,000 visible textured surfaces and 15,000 visible lights with sufficient system capacity to display 16 simultaneously moving objects. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 Jkt 259001 PO 00000 Frm 00083 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 7. Sound System. The FTD must provide flight deck sounds that result from pilot actions that 7.a. correspond to those that occur in the airplane. The volume control must have an indication of sound level setting which 7.b. meets all qualification requirements. 7.c. 09DER2 The FTD must accurately simulate the sound of precipitation, windshield wipers, and other significant airplane noises perceptible to the pilot during normal and abnormal operations, and include the sound of a crash (when the FTD is landed in an unusual attitude or in excess of the structural gear limitations); normal engine and thrust reversal sounds; and the sounds of flap, gear, and spoiler extension and retraction. Sounds must be directionally representative. X Visual effects for light poles and raised edge lights are for the purpose of providing additional depth perception during takeoff, landing, and taxi training tasks. Three dimensional modeling of the actual poles and stanchions is not required. X X X This indication is of the sound level setting as evaluated during the FTD's initial evaluation. X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 6.v. (3) Visibility and runway visual range (RVR), including fog and patchy fog effect; (4) Effects on ownship external lighting; (5) Effects on airport lighting (including variable intensity and fog effects); (6) Surface contaminants (including wind blowing effect); (7) Variable precipitation effects (rain, hail, snow); (8) In-cloud airspeed effect; and (9) Gradual visibility changes entering and breaking out of cloud. The simulator must provide visual effects for: (1) Light poles; (2) Raised edge lights as appropriate; and (3) Glow associated with approach lights in low visibility before physical lights are seen, An SOC is required. 75785 ER09DE22.070</MATH> lotter on DSK11XQN23PROD with RULES2 75786 VerDate Sep<11>2014 Jkt 259001 PO 00000 Frm 00084 Fmt 4701 Sfmt 4725 The FTD must provide realistic amplitude and frequency of flight deck noises and sounds. FTD performance must be recorded, subjectively assessed for the initial evaluation, and be made a part of the QTG. X E:\FR\FM\09DER2.SGM 09DER2 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 ER09DE22.071</MATH> 7.d. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations * * * * Attachment 2 to Appendix B to Part 60— Flight Training Device (FTD) Objective Tests * lotter on DSK11XQN23PROD with RULES2 * VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 PO 00000 * * Frm 00085 * Fmt 4701 * Sfmt 4700 E:\FR\FM\09DER2.SGM 09DER2 75787 lotter on DSK11XQN23PROD with RULES2 Tolerance Entry I Number Title Flight Conditions Notes 51617 Taxi. Minimum radius tum. ±0.9 m (3 ft) or ±20% of airplane tum radius. Ground. 1.a.2 Rate of turn versus nosewheel steering angle (NWA). ±10% or ±2°/s of turn rate. Ground. Fmt 4701 1.b. Takeoff. 1.b.l Ground acceleration time and distance. ±1.5 s or ±5% of time; and ±61 m (200 ft) or ±5% of distance. Takeoff. PO 00000 I.a. Frm 00086 Jkt 259001 1. Performance. 1.a.1 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.072</GPH> Test Details Plot both main and nose gear loci and key engine parameter(s ). Data for no brakes and the minimum thrust required to maintain a steady tum except for airplanes requiring asymmetric thrust or braking to achieve the minimum radius tum. Record for a minimum of two speeds, greater than minimum turning radius speed with one at a typical taxi speed, and with a spread of at least 5 kt. Note.- For Level 7 FTD, all airplane manufacturer commonly-used certificated takeoffflap settings must be demonstrated at least once either in minimum unstick speed (J.b.3), normal take-o.ff(l.b.4), critical engine failure on take-of( (1.b.5) or crosswind take-of( (1.b.6). Acceleration time and distance must be recorded for a minimum of 80% of the total time from brake release to V,. Preliminary aircraft certification data may be used. X X X X For Level 6 FTD: ±1.5 s or ±5% of time. l.b.2 Minimum control speed, ground (Vmcg) using aerodynamic controls only per applicable airworthiness requirement or alternative engine inoperative test to demonstrate ground control characteristics. ±25% of maximum airplane lateral deviation reached or ±1.5 m (5 ft). For airplanes with reversible flight control systems: ±10% or ±2.2 daN (5 lbt) rudder pedal force. Takeoff. Engine failure speed must be within ±1 kt of airplane engine failure speed. Engine thrust decay must be that resulting from the mathematical model for the engine applicable to the FTD under test. If the modeled engine is not the same as the airplane manufacturer's flight test engine, a further test may be run with the same initial conditions using the thrust from the flight test data as the driving parameter. X May be combined with normal takeoff(l.b.4.) or rejected takeoff(l.b.7.). Plotted data should be shown using appropriate scales for each portion of the maneuver. For Level 6 FTD, this test is required only if RTO training credit is sought. If a V mcg test is not available, an acceptable alternative is a flight test snap engine deceleration to idle at a speed between V 1 and V 1-IO kt, followed by control of heading using aerodynamic control only and recovery should be achieved with the main gear on the ground. To ensure only aerodynamic control, nosewheel steering must be disabled (i.e. castored) or the nosewheel held slightly off the ground. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 Test INFORMATION FTD Level 75788 VerDate Sep<11>2014 Table B2A - Flight Training Device (FTD) Objective Tests QPS REQUIREMENTS lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 l.b.3 ±3 kt airspeed. ±1.5° pitch angle. Takeoff. Record time history data from 10 knots before start of rotation until at least 5 seconds after the occurrence of main gear lift-off. X Jkt 259001 PO 00000 Frm 00087 l.b.4 Normal take-off. ±3 kt airspeed. ±1.5° pitch angle. Fmt 4701 ±1.5° AOA. Sfmt 4725 For airplanes with reversible flight control systems: E:\FR\FM\09DER2.SGM ±2.2 daN (5 lbt) or ±10% of colunm force. ±3 kt airspeed. ±6 m (20 ft) height. 1.b.5 Critical engine failure on take-off. ±1.5° pitch angle. ±1.5° AOA. Data required for near maximum certificated takeoff weight at mid center of gravity location and light takeoff weight at an aft center of gravity location. If the airplane has more than one certificated take-off configuration, a different configuration must be used for each weight. Takeoff. Record takeoff profile to at least 61 m (200 ft) AGL. 09DER2 Engine failure speed must be within ±3 kt of airplane data. ±2° roll angle. Test at near maximum takeoff weight ±2° side-slip angle. ±3 ° heading angle. ±2.2 daN (5 lbt) or ±10% of colunm force; If either of these alternative solutions is selected, aft body contact/tail strike protection functionality, if present on the aimlane, should be active. The test may be used for ground acceleration time and distance (1.b.1). Plotted data should be shown using appropriate scales for each portion of the maneuver. X 75789 ±1.3 daN (3 lbt) or ±10% of wheel force; and X Record takeoff profile from brake release to at least 61 m (200 ft) AGL. ±6 m (20 ft) height. For airplanes with reversible flight control systems: ER09DE22.073</GPH> Takeoff. V mu is defined as the minimum speed at which the last main landing gear leaves the ground. Main landing gear strut compression or equivalent air/ground signal should be recorded. If a Vmu test is not available, alternative acceptable flight tests are a constant highattitude takeoff run through main gear lift-off or an early rotation takeoff. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 Minimum unstick speed (Vmu) or equivalent test to demonstrate early rotation take-off characteristics. lotter on DSK11XQN23PROD with RULES2 Crosswind take-off. 75790 VerDate Sep<11>2014 l.b.6 ±2.2 daN (5 lbt) or ±10% of rudder pedal force. ± 3 kt airspeed. Takeoff. X Autobrakes will be used where applicable. This test requires test data, including wind profile, for a crosswind component of at least 60% of the airplane performance data value measured at 10 m (33 ft) above the runway. ±1.5° AOA. ±6 m (20 ft) height. Jkt 259001 ±2° roll angle. Wind components must be provided as headwind and crosswind values with respect to the runway. ±2° side-slip angle. PO 00000 ±3 ° heading angle. Frm 00088 Correct trends at ground speeds below 40 kt for rudder/pedal and heading angle. Fmt 4701 Sfmt 4725 ±2.2 daN (5 lbt) or ±10% of column force; E:\FR\FM\09DER2.SGM In those situations where a maximum crosswind or a maximum demonstrated crosswind is not known, contact the responsible Flight Standards office. ±1.3 daN (3 lbt) or ±10% of wheel force; and l.b.7.a. Rejected Takeoff. ±2.2 daN (5 lbt) or ± I 0% of rudder pedal force. ±5% of time or ±1.5 s. Takeoff. 09DER2 Speed for reject must be at least 80% ofV 1. ±7.5% of distance or ±76 m (250 ft). Maximum braking effort, auto or manual. For Level 6 FTD: ±5% of time or ±1.5 s. l.b.7.b. Rejected Takeoff. ±5% of time or ±1.5 s. Record at mass near maximum takeoff weight. Where a maximum braking demonstration is not available, an acceptable alternative is a test using approximately 80% braking and full reverse, if applicable. Takeoff Time and distance must be recorded from brake release to a full stoo. Record time for at least 80% of the segment from initiation of the rejected takeoff to full stop. X For Level 6 FTD, this test is required only ifRTO training credit is sought. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 X ±1.5° pitch angle. For airplanes with reversible flight control systems: ER09DE22.074</GPH> Record takeoff profile from brake release to at least 61 m (200 ft) AGL. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 l.b.8. Dynamic Engine Failure After Takeoff. ±2 °/s or ±20% of body angular rates. Takeoff. X For safety considerations, airplane flight test may be performed out of ground effect at a safe altitude, but with correct airplane configuration and airspeed. X For Level 5 and Level 6 FTDs, this may be a snapshot test result. Engine failure may be a snap deceleration to idle. Record hands-off from 5 s before engine failure to +5 s or 30° roll angle, whichever occurs first. CCA: Test in Normal and Non-normal control state. Climb. 1.c.1. Normal Climb, all engines operating. Jkt 259001 1.c. ±3 kt airspeed. Clean. ±0.5 mis (100 ft/ min) or ±5% of rate of climb. Flight test data are preferred; however, airplane performance manual data are an acceptable alternative. X X PO 00000 Record at nominal climb speed and mid initial climb altitude. Frm 00089 FTD performance is to be recorded over an interval of at least 300 m (I, 000 ft). 1.c.2. Fmt 4701 One-engineinoperative 2nd segment climb. ±3 kt airspeed. 2nd segment climb. Sfmt 4725 ±0.5 mis (100 ft/ min) or ±5% of rate of climb, but not less than airplane performance data requirements. Flight test data is preferred; however, airplane performance manual data is an acceptable alternative. X Record at nominal climb speed. FTD performance is to be recorded over an interval ofat least 300 m (1,000 ft). E:\FR\FM\09DER2.SGM Test at WAT (weight, altitude or temperature) limiting condition. One Engine Inoperative En route Climb. ±10% time, ±10% distance, ±10% fuel used Clean 1.c.4. One Engine Inoperative Approach Climb for airplanes with icing accountability if provided in the airplane performance data for this phase of flight. ±3 kt airspeed. Approach 09DER2 1.c.3. Cruise/ Descent. 1.d.1. Level flight acceleration ±5%Time Test for at least a 1,550 m (5,000 ft) segment. Flight test data or airplane performance manual data may be used. X X FTD performance to be recorded over an interval of at least 300 m (1,000 ft). All icing accountability considerations, in accordance with the airplane performance data for an approach in icing conditions, should be annlied. Test near maximum certificated landing weight as may be applicable to an approach in icing conditions. Cruise Time required to increase airspeed a minimum of 50 kt, using maximum continuous thrust rating or equivalent. Airplane should be configured with all anti-ice and de-ice systems operating normally, gear up and go-around flap. X 75791 1.d. ±0.5 mis (100 ft/ min) or ±5% rate of climb, but not less than airplane performance data. Flight test data or airplane performance manual data may be used. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 ER09DE22.075</GPH> Engine failure speed must be within ±3 kt of airplane data. lotter on DSK11XQN23PROD with RULES2 Level flight deceleration. Jkt 259001 Cruise performance. 1.d.4. Idle descent. ±.05 EPR or ±3% Nl or ±5% of torque. ±5% of fuel flow. ±3 kt airspeed. Cruise Cruise. Clean. PO 00000 ±1.0 mis (200 ft/min) or ±5% ofrate of descent. 1.d.5. Emergency descent. ±5 kt airspeed. As per airplane performance data. For airplanes with a small operating speed range, speed change may be reduced to 80% of operational speed change. The test may be a single snapshot showing instantaneous fuel flow, or a minimum of two consecutive snapshots with a spread of at least 3 minutes in steady flight. Idle power stabilized descent at normal descent speed at mid altitude. FTD performance to be recorded over an interval ofat least 300 m (1,000 ft). FTD performance to be recorded over an interval of at least 900 m (3,000 ft). X X X X Frm 00090 ±1.5 mis (300 ft/min) or ±5% of rate of descent. Fmt 4701 Stopping. 1.e.1. Deceleration time and distance, manual wheel brakes, dry runway, no reverse thrust. Sfmt 4725 Le. E:\FR\FM\09DER2.SGM 1.e.2. 09DER2 Deceleration time and distance, reverse thrust, no wheel brakes, dry runway. ±1.5 s or±5% of time. Landing. For distances up to 1,220 m (4,000 ft), the smaller of ±61 m (200 ft) or ±10% of distance. Time and distance must be recorded for at least 80% of the total time from touchdown to a full stop. X Position of ground spoilers and brake system pressure must be plotted (if applicable). For distances greater than 1,220 m (4,000 ft), ±5% of distance. Data required for medium and near maximum certificated landing weight. ±1.5 s or±5% of time; and Engineering data may be used for the medium weight condition. Time and distance must be recorded for at least 80% of the total time from initiation of reverse thrust to full thrust reverser minimum operating speed. Landing the smaller of ±61 m (200 ft) or ±10% of distance. X Position of ground spoilers must be plotted (if applicable). Data required for medium and near maximum certificated landing weight. 1.e.3. ER09DE22.076</GPH> Stopping distance, wheel brakes, wet runway. ±61 m (200 ft) or ±10% of distance. Landing. Engineering data may be used for the medium weight condition. Either flight test or manufacturer's performance manual data must be used, where available. X Stabilized descent to be conducted with speed brakes extended if applicable, at mid altitude and near Vmo or according to emergency descent procedure. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 1.d.3. ±5%Time 75792 VerDate Sep<11>2014 1.d.2. For airplanes with a small operating speed range, speed change may be reduced to 80% of ooerational soeed change. Time required to decrease airspeed a minimum of 50 kt, using idle power. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 1.e.4. Jkt 259001 1.f. Engines. 1.f.1. Acceleration. ±61 m (200 ft) or ±10% of distance. Landing. X Engineering data, based on dry runway flight test stopping distance and the effects of contaminated runway braking coefficients, are an acceptable alternative. For Level 7 FTD: ±10% Ti or ±0.25 s; and ±10% Tt or ±0.25 s. Total response is the incremental change in the critical engine parameter from idle power to goaround power. X X X See Appendix F of this part for definitions ofTi_and T,. Ground Total response is the incremental change in the critical engine parameter from maximum take-off power to idle power. X X X See Appendix F of this part for definitions ofTi_and T,. For Level 6 FTD: ±10% Tt or ±0.25 s. PO 00000 Frm 00091 Approach or landing 1.f.2. Deceleration. For Level 5 FTD: ±1 s For Level 7 FTD: ±10% Ti or ±0.25 s; and ±10% Tt or ±0.25 s. Fmt 4701 For Level 6 FTD: ±10% Tt or ±0.25 s. Sfmt 4725 For Level 5 FTD: ±1 s 2. Handling Qualities. 2.a. E:\FR\FM\09DER2.SGM 09DER2 2.a.1.a. Static Control Tests. Note. I - Testing ofposition versus force is not applicable ifforces are generated solely by use of airplane hardware in the FTD. Note 2 - Pitch, roll and yaw controller position versus force or time should be measured at the control. An alternative method in lieu of external test fixtures at the flight controls would be to have recording and measuring instrumentation built into the FTD. The force and position data from this instrumentation could be directly recorded and matched to the airplane data. Provided the instrumentation was verified by using external measuring equipment while conducting the static control checks, or equivalent means, and that evidence of the satisfactory comparison is included in the MQTG, the instrumentation could be used for both initial and recurrent evaluations for the measurement of all required control checks. Verification of the instrumentation by using external measuring equipment should be repeated if major modifications and/or repairs are made to the control loading system. Such a permanent installation could be used without any time being lost for the installation of external devices. Static and dynamic flight control tests should be accomplished at the same feel or impact pressures as the validation data where applicable. Note 3 - (Level 7 FTD only) FTD static control testing from the second set ofpilot controls is only required if both sets of controls are not mechanically interconnected on the FTD. A rationale is requiredfrom the data provider if a single set of data is applicable to both sides. lf controls are mechanically interconnected in the FTD, a sin,de set of tests is sufficient. Pitch controller Ground. Record results for an uninterrupted control sweep ±0.9 daN (2 lbt) X X Test results should be validated position versus force to the stops. with in-flight data from tests breakout. and surface position such as longitudinal static calibration. stability, stalls, etc. ±2.2 daN (5 lbt) or ±10% of force. 2.a.1.b. ±2° elevator angle. ±0.9 daN (2 lbt) breakout. As determined by sponsor Record results during initial qualification evaluation for an uninterrupted control sweep to the stops. The recorded tolerances apply to subsequent comparisons on continuing Qualification evaluations. X Applicable only on continuing qualification evaluations. The intent is to design the control feel for Level 5 to be able to manuallv flv an instrument 75793 ER09DE22.077</GPH> Pitch controller position versus force Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 Stopping distance, wheel brakes, icy runway. Engineering data, based on dry runway flight test stopping distance and the effects of contaminated runway braking coefficients, are an acceptable alternative. Either flight test or manufacturer's performance manual data must be used, where available. lotter on DSK11XQN23PROD with RULES2 2.a.2.a. Jkt 259001 2.a.2.b. Roll controller position versus force 2.a.3.a. Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM As determined by sponsor Record results during initial qualification evaluation for an uninterrupted control sweep to the stops. The recorded tolerances apply to subsequent comparisons on continuing qualification evaluations. Ground. Record results for an uninterrupted control sweep to the stops. As determined by sponsor Record results during initial qualification evaluation for an uninterrupted control sweep to the stops. The recorded tolerances apply to subsequent comparisons on continuing qualification evaluations. Ground. Record results of an uninterrupted control sweep to the stops. Ground. Record results of an uninterrupted control sweep to the stops. X ±1.3 daN (3 !bf) or ±10% of force. ±2°NWA. Ground. Record results of an uninterrupted control sweep to the stops. X X ±0.5° trim angle. Ground. X X X X ±1.3 daN (3 !bf) or ±10% of force. ±3° spoiler angle. ±0.9 daN (2 !bf) breakout. ±1.3 daN (3 !bf) or ±10% of force. PO 00000 Frm 00092 Record results for an uninterrupted control sweep to the stops. ±2 ° aileron angle. 2.a.3.b. Rudder pedal position versus force and surface position calibration. Rudder pedal position versus force ±2.2 daN (5 lbf) breakout. 2.a.4.a. Nosewheel Steering Controller Force and Position Calibration. X X X ±2.2 daN (5 lbf) or ±10% of force. ±2° rudder angle. ±2.2 daN (5 lbf) breakout. ±2.2 daN (5 lbf) or ±10% of force. ±0.9 daN (2 !bf) breakout. Applicable only on continuing qualification evaluations. The intent is to design the control feel for Level 5 to be able to manually fly an instrument approach; and not to compare results to flight test or other such data. Test results should be validated with in-flight data from tests such as engine-out trims, steady state side-slips, etc. Applicable only on continuing qualification evaluations. The intent is to design the contro I feel for Level 5 to be able to manually fly an instrument approach; and not to compare results to flight test or other such data. X X 09DER2 ±1.3 daN (3 !bf) or ±10% of force. 2.a.4.b. 2.a.5. 2.a.6. ER09DE22.078</GPH> Ground. ±0.9 daN (2 !bf) breakout. Nosewheel Steering Controller Force Rudder Pedal Steering Calibration. Pitch Trim Indicator vs. Surface Position Calibration. ±2°NWA. ±0.9 daN (2 !bf) breakout. The purpose of the test is to compare FSTD surface position indicator against the FSTD flight controls model computed value. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 Roll controller position versus force and surface position calibration. approach; and not to compare results to flight test or other such data. Test results should be validated with in-flight data from tests such as engine-out trims, steady state side-slips, etc. 75794 VerDate Sep<11>2014 ±2.2 daN (5 lbf) or ±10% of force. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 2.a.7. Pitch Trim Rate. ±10% of trim rate ( 0 /s) or X Trim rate to be checked at pilot primary induced trim rate (ground) and autopilot or pilot primary trim rate in-flight at go-around flight conditions. ±0.1 °/strim rate. Alignment of cockpit throttle lever versus selected engine parameter. When matching engine parameters: Ground. ±5° ofTLA. Jkt 259001 PO 00000 ±3% Nl or ±.03 EPR or ±3% torque, or ±3 % maximum rated manifold pressure, or equivalent. Frm 00093 Fmt 4701 2.a.9.a. Brake pedal position versus force and brake system pressure calibration. Sfmt 4725 E:\FR\FM\09DER2.SGM 2.a.9.b. Brake pedal position versus force Ground. X Data from a test airplane or engineering test bench are acceptable, provided the correct engine controller (both hardware and software) is used. In the case of propeller-driven airplanes, if an additional lever, usually referred to as the propeller lever, is present, it should also be checked. This test may be a series of snapshot tests. X Relate the hydraulic system pressure to pedal position in a ground static test. FTD computer output results may be used to show compliance. Both left and right pedals must be checked. ±1.0 MPa (150 psi) or ±10% of brake system pressure. ±2.2 daN (5 lbf) or ±10% of force. X For airplanes with throttle detents, all detents to be presented and at least one position between detents/ endpoints (where practical). For airplanes without detents, end points and at least three other positions are to be presented. When matching detents: Where the levers do not have angular travel, a tolerance of ±2 cm (±0.8 in) applies. ±2.2 daN (5 !bf) or ±10% of force. For CCA, representative flight test conditions must be used. Simultaneous recording for all engines. The tolerances apply against airplane data. Ground. Two data points are required: zero and maximum deflection. Computer output results may be used to show compliance. FTD computer output results may be used to show compliance. X Test not required unless RTO credit is sought. 2.b. 09DER2 2.b.1. Dynamic Control Tests. X n = the sequential period of a full oscillation. Refer to paragraph 4 of Appendix A, Attachment 2 for additional information. For overdamped and critically damped systems, see Figure A2B of Appendix A for an illustration of the reference measurement. 75795 Note.- Tests 2.b.l, 2.b.2 and 2.b.3 are not applicable for FTDs where the control forces are completely generated within the airplane controller unit installed in the FTD. Power setting may be that requiredfor level flight unless otherwise specified. See varaf!Yavh 4 ofAvvendix A, Attachment 2. Pitch Control. Takeoff, Cruise, and Data must be for normal control displacements in For underdamped Landing. both directions (approximately 25% to 50% of systems: full throw or approximately 25% to 50% of T(Po) ±10% of Po or maximum allowable pitch controller deflection ±0.05 s. for flight conditions limited by the maneuvering load envelope). T(P 1) ±20% of P 1 or ±0.05 s. Tolerances apply against the absolute values of each period (considered independently). T(P2) ±30% of P2 or ±0.05 s. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 2.a.8. T(Pn) ±10*(n+1)% of Pn ER09DE22.079</GPH> Ground and approach. lotter on DSK11XQN23PROD with RULES2 Jkt 259001 T(A,i) ±5% of Ai= residual band or ±0.5% of the maximum control travel = residual band. PO 00000 ±1 significant overshoots (minimum of 1 significant overshoot). Steady state position within residual band. Frm 00094 Fmt 4701 Note 1.- Tolerances should not be applied on period or amplitude after the last significant overshoot. Sfmt 4725 Note2.Oscillations within the residual band are not considered significant and are not subject to tolerances. E:\FR\FM\09DER2.SGM 09DER2 2.b.2. Roll Control. Yaw Control. For overdamped and critically damped systems only, the following tolerance applies: T(P0) ±10% of Po or ±0.05 s. Same as 2.b.1. Same as 2.b.1. Takeoff, Cruise, and Landing. Takeoff, Cruise, and Landing. Data must be for normal control displacement (approximately 25% to 50% of full throw or approximately 25% to 50% of maximum allowable roll controller deflection for flight conditions limited by the maneuvering load envelope). X Data must be for normal control displacement (approximately 25% to 50% of full throw). X Refer to paragraph 4 of Appendix A, Attachment 2 for additional information. For overdamped and critically damped systems, see Figure A2B of Appendix A for an illustration of the reference measurement. Refer to paragraph 4 of Appendix A, Attachment 2 for additional information. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 T(An) ±10% of Amax, where Amax is the largest amplitude or ±0.5% of the total control travel (stop to stop). 2.b.3. ER09DE22.080</GPH> 75796 VerDate Sep<11>2014 or ±0.05 s. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 2.b.4. Small Control Inputs -Pitch. ±0.15°/s body pitch rate or ±20% of peak body pitch rate applied throughout the time history. Approach or Landing. Control inputs must be typical of minor corrections made while established on an ILS approach (approximately 0.5 to 2°/s pitch rate). Test in both directions. Jkt 259001 Show time history data from 5 s before until at least 5 s after initiation of control input. PO 00000 If a single test is used to demonstrate both directions, there must be a minimum of 5 s before control reversal to the opposite direction. Frm 00095 2.b.5. Small Control Inputs -Roll. Fmt 4701 ±0.15°/s body roll rate or ±20% of peak body roll rate applied throughout the time history. X Approach or landing. CCA: Test in normal and non-normal control state. Control inputs must be typical of minor corrections made while established on an ILS approach (approximately 0.5 to 2°/s roll rate). X Test in one direction. For airplanes that exhibit non-symmetrical behavior, test in both directions. Sfmt 4725 Show time history data from 5 s before until at least 5 s after initiation of control input. E:\FR\FM\09DER2.SGM If a single test is used to demonstrate both directions, there must be a minimum of 5 s before control reversal to the opposite direction. 2.b.6. 09DER2 Small Control Inputs -Yaw. ±0.15°/s body yaw rate or ±20% of peak body yaw rate applied throughout the time history. Approach or landing. CCA: Test in normal and non-normal control state. Control inputs must be typical of minor corrections made while established on an ILS approach (approximately 0.5 to 2°/s yaw rate). Test in both directions. Show time history data from 5 s before until at least 5 s after initiation of control input. X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 For overdamped and critically damped systems, see Figure A2B of Appendix A for an illustration of the reference measurement. If a single test is used to demonstrate both directions, there must be a minimum of 5 s before control reversal to the opposite direction. ER09DE22.081</GPH> 75797 CCA: Test in normal and non-normal control state. lotter on DSK11XQN23PROD with RULES2 Longitudinal Control Tests. Power setting is that required for level flight unless otherwise specified. 2.c.1.a. Power Change Dynamics. Approach. X Time history of uncontrolled free response for a time increment equal to at least 5 s before initiation of the power change to the completion of the power change + 15 s. Jkt 259001 Power Change Force. ±5 lb (2.2 daN) or, ±20% pitch control force. Approach. 2.c.2.a. Flap/Slat Change Dynamics. ±3 kt airspeed. Takeoff through initial flap retraction, and approach to landing. PO 00000 2.c.1.b. Frm 00096 ±30 m (100 ft) altitude. Fmt 4701 ±1.5° or ±20% of pitch angle. Sfmt 4725 E:\FR\FM\09DER2.SGM Flap/Slat Change Force. ±5 lb (2.2 daN) or, ±20% pitch control force. Takeoff through initial flap retraction, and approach to landing. 2.c.3. Spoiler/Speedbrake Change Dynamics. ±3 kt airspeed. Cruise. ±30 m (100 ft) altitude. ±1.5° or ±20% of pitch angle. ±3 kt airspeed. Takeoff(retraction), and Approach (extension). ±30 m (100 ft) altitude. ±1.5° or ±20% of pitch angle. 2.c.4.b. Gear Change Force. ±5 lb (2.2 daN) or, ±20% pitch control force. X X X May be a series of snapshot test results. Flap/Slat change dynamics test as described in test 2.c.2.a. will be accepted. CCA: Test in Normal and Non-normal control mode. Time history of uncontrolled free response for a time increment equal to at least 5 s before initiation of the configuration change to the completion of the configuration change + 15 s. X X X Results required for both extension and retraction. 09DER2 Gear Change Dynamics. CCA: Test in normal and non-normal control mode May be a series of snapshot test results. Power change dynamics test as described in test 2.c.1.a. will be accepted. CCA: Test in Normal and Non-normal control mode. Time history of uncontrolled free response for a time increment equal to at least 5 s before initiation of the reconfiguration change to the completion of the reconfiguration change+ 15 s. CCA: Test in normal and non-normal control mode 2.c.2.b. 2.c.4.a. ER09DE22.082</GPH> Power change from thrust for approach or level flight to maximum continuous or go-around power. Takeoff(retraction) and Approach (extension). CCA: Test in normal and non-normal control mode Time history of uncontrolled free response for a time increment equal to at least 5 s before initiation of the configuration change to the completion of the configuration change + 15 s. CCA: Test in normal and non-normal control mode May be a series of snapshot test results. Gear change dynamics test as described in test 2.c.4.a. will be accepted. X X X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 ±3 kt airspeed. ±30 m (100 ft) altitude. ±1.5° or ±20% of pitch angle. 75798 VerDate Sep<11>2014 2.c. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 2.c.5. Longitudinal Trim. ±1 ° elevator angle. Cruise, Approach, and Landing. X Jkt 259001 X X X X X Level 5 FTD may use equivalent stick and trim controllers in lieu of elevator and trim surface. ±1 ° pitch angle. 2.c.6. Longitudinal Maneuvering Stability (Stick Force/g). ±5% of net thrust or equivalent. ±2.2 daN (5 lbt) or ±10% of pitch controller force. CCA: Test in normal or non-normal control mode, as applicable. Cruise, Approach, and Landing. Continuous time history data or a series of snapshot tests may be used. Test up to approximately 30° of roll angle for approach and landing configurations. Test up to approximately 45° of roll angle for the cruise configuration. PO 00000 Alternative method: ±1 ° or ±10% of the change of elevator angle. Frm 00097 Force tolerance not applicable if forces are generated solely by the use of airplane hardware in theFTD. Fmt 4701 Alternative method applies to airplanes which do not exhibit stick-force-per-g characteristics. Sfmt 4725 X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 ±0.5° stabilizer or trim surface angle. CCA: Test in Normal and Non-normal control mode. Steady-state wings level trim with thrust for level flight. This test may be a series of snapshot tests. 2.c.7. Longitudinal Static Stability. ±2.2 daN (5 lbt) or ±10% of pitch controller force. Approach. E:\FR\FM\09DER2.SGM CCA: Test in normal or non-normal control mode Data for at least two speeds above and two speeds below trim speed. The speed range must be sufficient to demonstrate stick force versus speed characteristics. X Alternative method: This test may be a series of snapshot tests. ±1° or±10% of the change of elevator angle. Force tolerance is not applicable if forces are generated solely by the use of airplane hardware in theFTD. 09DER2 Alternative method applies to airplanes which do not exhibit speed stability characteristics. Level 5 must exhibit positive static stability, but need not comply with the numerical tolerance. 2.c.8.a. Approach to Stall Characteristics ±3 kt airspeed for initial buffet, stall warning, and stall speeds. ER09DE22.083</GPH> X Tests may be conducted at centers of gravity typically required for airplane certification stall testing. 75799 Control inputs must be plotted and demonstrate Second Segment Climb, High Altitude Cruise (Near Performance Limited Condition), and Approach or Landing CCA: Test in normal or non-normal control mode, as aoolicable. Each of the following stall entry methods must be demonstrated in at least one of the three required flight conditions: ■ Stall entry at wings level (lg) ■ Stall entry in turning flight of at least 25° bank angle (accelerated stall) lotter on DSK11XQN23PROD with RULES2 ■ Jkt 259001 PO 00000 Frm 00098 Fmt 4701 2.c.9.a. Phugoid Dynamics. ±10% of period. For airplanes that exhibit stall buffet as the first indication of a stall, for qualification of this task, the FTD must be equipped with a vibration system that meets the applicable subjective and objective requirements in Appendix A of this Part. Second Segment Climb, and Approach or Landing. Cruise. Sfmt 4725 2.c.9.b. Phugoid Dynamics. ±10% period, Representative damping. Cruise. E:\FR\FM\09DER2.SGM ±10% of time to one half or double amplitude or ±0.02 of damping ratio. 2.c.10 Short Period Dynamics. ±1.5° pitch angle or ±2°/s pitch rate. Cruise. 09DER2 2.d. X CCA: Test in Normal and Non-normal control states. Test must include three full cycles or that necessary to determine time to one half or double amplitude, whichever is less. CCA: Test in non-normal control mode. The test must include whichever is less of the following: Three full cycles (six overshoots after the input is completed), or the number of cycles sufficient to determine representative damping. CCA: Test in non-normal control mode. CCA: (Level 7 FTD) Test in normal and nonnormal control mode. X X X X X X (Level 6 FTD) Test in non-normal control mode. ±0.1 g normal acceleration 2.c.11. The stall maneuver must be entered with thrust at or near idle power and wings level (lg). Record the stall warning signal and initial buffet if applicable. (Reserved) Lateral Directional Tests. Power setting is that required for level flight unless otherwise specified. 2.d.1. ER09DE22.084</GPH> Minimum control speed, air (Vmca) or landing (Vmc1), per applicable airworthiness requirement or low speed engineinoperative handling characteristics in the air. ±3 kt airspeed. Takeoff or Landing (whichever is most critical in the airplane). Takeoff thrust must be set on the operating engine(s). Time history or snapshot data may be used. CCA: Test in normal or non-normal control state, as applicable. X Minimum speed may be defined by a performance or control limit which prevents demonstration of Vmea or V me! in the conventional manner. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 2.c.8.b. Stall entry in a power-on condition (required only for turboprop aircraft) The required cruise condition must be conducted in a flaps-up (clean) configuration. The second segment climb and approach/landing conditions must be conducted at different flap settings. ±2.0° pitch angle ±2.0° angle of attack ±2.0° bank angle ±2.0° sideslip angle Additionally, for those simulators with reversible flight control systems: ±10% or ±5 lb (2.2 daN)) Stick/Column force (prior to "g break" onlv). Stall Warning (actuation ±3 kts. airspeed, of stall warning device.) ±2 ° bank for speeds greater than actuation of stall warning device or initial buffet. 75800 VerDate Sep<11>2014 correct trend and magnitude. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 2.d.2. Roll Response (Rate). ±2°/s or ±10% of roll rate. Cruise, and Approach or Landing. 2.d.3. Step input offlight deck roll controller. ±1.3 daN (3 !bf) or ±10% of wheel force. ±2° or±10% of roll angle. X X X X X This test may be combined with step input of flight deck roll controller test 2.d.3. Approach or Landing. This test may be combined with roll response (rate) test 2.d.2. Jkt 259001 CCA: (Level 7 FTD) Test in normal and nonnormal control mode. PO 00000 (Level 6 FTD) Test in non-normal control mode. 2.d.4.a. Spiral Stability. Frm 00099 Correct trend and ±2° or ±10% of roll angle in 20 s. Cruise, and Approach or Landing. Fmt 4701 Sfmt 4725 Spiral Stability. Correct trend and ±3 ° or ±10% of roll angle in 20 s. X Airplane data averaged from multiple tests may be used. Test for both directions. As an alternative test, show lateral control required to maintain a steady tum with a roll angle of approximately 30°. If alternate test is used: correct trend and ±2 ° aileron angle. 2.d.4.b. With wings level, apply a step roll control input using approximately one-third of the roll controller travel. When reaching approximately 20° to 30° of bank, abruptly return the roll controller to neutral and allow approximately 10 seconds of airnlane free resnonse. Cruise CCA: Test in non-normal control mode. Airplane data averaged from multiple tests may be used. X E:\FR\FM\09DER2.SGM Test for both directions. As an alternative test, show lateral control required to maintain a steady tum with a roll angle of approximately 30°. 09DER2 2.d.4.c. Spiral Stability. Correct trend Cruise 2.d.5. Engine Inoperative Trim. ±1 ° rudder angle or ±1 ° tab angle or equivalent rudder pedal. Second Segment Climb, and Approach or Landing. CCA: Test in non-normal control mode. Airplane data averaged from multiple tests may be used. X CCA: Test in non-normal control mode. This test may consist of snapshot tests. X Test should be performed in a manner similar to that for which a pilot is trained to trim an engine failure condition. ±2° side-slip angle. 2nd segment climb test should be at takeoff thrust. Approach or landing test should be at thrust for level flight. ER09DE22.085</GPH> Rudder Response. ±2°/s or ±10% of yaw rate. Approach or Landing. For Level 7 FTD: Test with stability augmentation on and off. X X 75801 2.d.6.a. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 For airplanes with reversible flight control systems (Level 7 FTD only): Test with normal roll control displacement (approximately one-third of maximum roll controller travel). lotter on DSK11XQN23PROD with RULES2 2.d.6.b. Jkt 259001 2.d.7. Rudder Response. Dutch Roll Roll rate ±2°/sec, bank angle ±3°. PO 00000 ±0.5 s or ±10% of period. Approach or Landing. CCA: Test in normal and non-normal control mode May be roll response to a given rudder deflection. Cruise, and Approach or Landing. CCA: Test in Normal and Non-normal control states. Test for at least six cycles with stability augmentation off. May be accomplished as a yaw response test, in which case the procedures and requirements of test 2.d.6.a. will apply. X X X (Level 7 FTD only): ±1 s or ±20% of time difference between peaks of roll angle and side-slip angle. Fmt 4701 Sfmt 4725 X CCA: Test in non-normal control mode. ±10% of time to one half or double amplitude or ±.02 of damping ratio. Frm 00100 X 2.d.8. Steady State Sideslip. For a given rudder position: E:\FR\FM\09DER2.SGM ±2° roll angle; ±1 ° side-slip angle; ±2° or ±10% of aileron angle; and 09DER2 ±5° or ±10% of spoiler or equivalent roll controller position or force. ±1.3 daN (3 lbt) or ±10% of wheel force. Approach or Landing. This test may be a series of snapshot tests using at least two rudder positions (in each direction for propeller-driven airplanes), one of which must be near maximum allowable rudder. (Level 5 and Level 6 FTD only): Sideslip angle is matched only for repeatability and only on continuing qualification evaluations. X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 Not required if rudder input and response is shown in Dutch Roll test (test 2.d.7). For airplanes with reversible flight control systems (Level 7 FTD only): ER09DE22.086</GPH> 75802 VerDate Sep<11>2014 Test with a step input at approximately 25% of full rudder pedal throw. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 ±2.2 daN (5 lbf) or ±10% of rudder pedal force. Landings. 2.e.1. Normal Landing. ±3 kt airspeed. Landing. Test from a minimum of61 m (200 ft) AGL to nosewheel touchdown. X ±1.5° pitch angle. CCA: Test in normal and non-normal control mode, if applicable. ±1.5° AOA. Jkt 259001 ±3 m (10 ft) or ±10% of height. PO 00000 For airplanes with reversible flight control systems: Frm 00101 ±2.2 daN (5 lbf) or ±10% ofcolumn force. ±3 kt airspeed. 2.e.2. Minimum Flap Landing. Fmt 4701 ±1.5° pitch angle. Minimum Certified Landing Flap Configuration. Test from a minimum of 61 m (200 ft) AGL to nosewheel touchdown. Two tests should be shown, including two normal landing flaps (if applicable) one of which should be near maximum certificated landing mass, the other at light or medium mass. X Test at near maximum certificated landing weight. ±1.5° AOA. Sfmt 4725 ±3 m (10 ft) or ±10% of height. E:\FR\FM\09DER2.SGM For airplanes with reversible flight control systems: 2.e.3. Crosswind Landing. ±2.2 daN (5 lbf) or ±10% ofcolumn force. ±3 kt airspeed. 09DER2 ±1.5° pitch angle. ±1.5° AOA. ±3 m (10 ft) or ±10% of height. ±2° roll angle. Landing. Test from a minimum of 61 m (200 ft) AGL to a 50% decrease in main landing gear touchdown speed. It requires test data, including wind profile, for a crosswind component of at least 60% of airplane performance data value measured at 10 m (33 ft) above the runway. Wind components must be provided as headwind and crosswind values with respect to the runway. X In those situations where a maximum crosswind or a maximum demonstrated crosswind is not known, contact the responsible Flight Standards office. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 2.e. ±2° side-slip angle. ER09DE22.087</GPH> 75803 ±3° heading angle. lotter on DSK11XQN23PROD with RULES2 75804 VerDate Sep<11>2014 For airplanes with reversible flight control systems: ±1.3 daN (3 lbt) or ±10% of wheel force. Jkt 259001 2.e.4. PO 00000 One Engine Inoperative Landing. ±2.2 daN (5 lbt) or ±10% of rudder pedal force. ±3 kt airspeed. Test from a minimum of61 m (200 ft) AGL to a 50% decrease in main landing gear touchdown speed. X Landing. If autopilot provides roll-out guidance, record lateral deviation from touchdown to a 50% decrease in main landing gear touchdown speed. X ±1.5° pitch angle. ±1.5° AOA. Frm 00102 ±3 m (10 ft) or ±10% of height. Fmt 4701 Sfmt 4725 Landing. ±2° roll angle. ±2° side-slip angle. 2.e.5. Autopilot landing (if applicable). ±3° heading angle. ±1.5 m (5 ft) flare height. E:\FR\FM\09DER2.SGM ±0.5 s or± 10% ofTf. Time of autopilot flare mode engage and main gear touchdown must be noted. ±0.7 mis (140 ft/min) rate of descent at touchdown. 09DER2 2.e.6. All-engine autopilot go-around. ±3 m ( 10 ft) lateral deviation during rollout. ±3 kt airspeed. As per airplane performance data. Normal all-engine autopilot go-around must be demonstrated (if applicable) at medium weight. X As per airplane performance data. Engine inoperative go-around required near maximum certificated landing weight with critical engine inoperative. X ±1.5° pitch angle. 2.e.7. One engine inoperative go around. ±1.5° AOA. ±3 kt airspeed. ±1.5° pitch angle. ±1.5° AOA. ±2° roll angle. ER09DE22.088</GPH> Provide one test with autopilot (if applicable) and one without autopilot. See Appendix F of this part for definition of Tr- Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 ±2.2 daN (5 lbt) or ±10% of column force. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 CCA: Non-autopilot test to be conducted in nonnormal mode. ±2° side-slip angle. 2.e.8. Jkt 259001 2.f. ±5 kt airspeed. Landing. Apply rudder pedal input in both directions using full reverse thrust until reaching full thrust reverser minimum operating speed. X Landing. With full reverse thrust on the operating engine(s), maintain heading with rudder pedal input nntil maximum rudder pedal input or thrust reverser minimum operation speed is reached. X Landing. A rationale must be provided with justification of results. X ±2°/s yaw rate. ±5 kt airspeed. ±3° heading angle. Ground Effect. Test to demonstrate Gronnd Effect. ±1 ° elevator angle. ±0.5° stabilizer angle. See paragraph on Ground Effect in this attachment for additional information. PO 00000 CCA: Test in normal or non-normal control mode, as applicable. ±5% of net thrust or equivalent. Frm 00103 ±1° AOA. Fmt 4701 ±1.5 m (5 ft) or ±10% of height. ±3 kt airspeed. Sfmt 4725 ±1 ° oitch angle. E:\FR\FM\09DER2.SGM 09DER2 Reserved 2.h. Flight Maneuver and Envelope Protection Functions. 2.h.1. Note. - The requirements of 2.h are only applicable to computer-controlled airplanes. Time history results of response to control inputs during entry into each envelope protection function (i.e. with normal and degraded control states if their function is different) are required. Set thrust as required to reach the envelope protection function. Overs peed. ±5 kt airspeed. Cruise. 2.h.2. Minimum Speed. ±3 kt airspeed. 2.h.3. Load Factor. ±0.lg normal load factor Takeoff, Cruise, and Aooroach or Landing_ Takeoff, Cruise. 2.h.4. Pitch Angle. ±1.5° pitch angle Cruise, Approach. 2.h.5. Bank Angle. ±2° or ±10% bank angle Approach. 2.h.6. Angle of Attack. ±1.5° angle of attack Second Segment Climb, and Approach or Landing. Visual display providing each pilot with a minimum of 176° horizontal and 36° vertical continuous field of view. Not applicable. X X X X X X 3. Reserved 4. Visual System. ER09DE22.089</GPH> 4.a. Visual scene quality 4.a.1. Continuous crosscockpit visual field of view. Required as part ofMQTG but not required as part of continuing evaluations. X Field of view should be measured using a visual test pattern filling the entire visual scene (all channels) consisting of a matrix of black and white 5° squares. 75805 2.g. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 2.e.9. Directional control (rudder effectiveness) with symmetric reverse thrust. Directional control (rudder effectiveness) with asymmetric reverse thrust. lotter on DSK11XQN23PROD with RULES2 System Geometry 4.a.3 Surface resolution (object detection). Geometry of image should have no distracting discontinuities. Not greater than 4 arc minutes. X Not applicable. X Jkt 259001 Resolution will be demonstrated by a test of objects shown to occupy the required visual angle in each visual display used on a scene from the pilot's eyepoint. PO 00000 The object will subtend 4 arc minutes to the eye. Frm 00104 This may be demonstrated using threshold bars for a horizontal test. A vertical test should also be demonstrated. Fmt 4701 4.a.4 Light point size. Sfmt 4725 Not greater than 8 arc minutes. Not applicable. X E:\FR\FM\09DER2.SGM The subtended angles should be confirmed by calculations in an SOC. Light point size should be measured using a test pattern consisting of a centrally located single row of white light points displayed as both a horizontal and vertical row. It should be possible to move the light points relative to the eyepoint in all axes. 09DER2 At a point where modulation is just discernible in each visual channel, a calculation should be made to determine the light spacing. 4.a.5 Raster surface contrast ratio. Not less than 5: 1. Not applicable. X An SOC is required to state test method and calculation. Surface contrast ratio should be measured using a raster drawn test pattern filling the entire visual scene (all channels). The test pattern should consist of black and white squares, 5° per square, with a white square in the center of each channel. ER09DE22.090</GPH> Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 4.a.2. 75806 VerDate Sep<11>2014 Installed alignment should be confirmed in an SOC (this would generally consist of results from acceptance testing). lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 Jkt 259001 The contrast ratio is the bright square value divided by the dark square value. PO 00000 Note I. - During contrast ratio testing, FTD aft-cab and flight deck ambient light levels should be as low as possible. Frm 00105 Fmt 4701 4.a.6 Light point contrast ratio. Not less than 10:1. Not applicable. X Sfmt 4725 Note 2. - Measurements should be taken at the center of squares to avoid light spill into the measurement device. Light point contrast ratio should be measured using a test pattern demonstrating an area of greater than I O area filled with white light points and should be compared to the adjacent background. E:\FR\FM\09DER2.SGM Note. - light point modulation should be just discernible on calligraphic systems but will not be discernable on raster systems. 09DER2 Measurements of the background should be taken such that the bright square is just out of the light meter FOV. 4.a.7 Light point brightness. Not less than 20 cdlm' (5.8 ft-lamberts). Not applicable. X Note. - During contrast ratio testing, FTD aft-cab and flight deck ambient light levels should be as low as practical. Light points should be displayed as a matrix creating a square. ER09DE22.091</GPH> 75807 On calligraphic systems the light points should just merge. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 Measurement should be made on the center bright square for each channel using a I O spot pholomeler. This value should have a minimum brightness of 7 cd/m2 (2 ft-lamberts}. Measure any adjacent dark squares. lotter on DSK11XQN23PROD with RULES2 Not less than 14 cd/m2 (4.1 ft-lamberts) on the display. Not applicable. X Light points are not acceptable. Jkt 259001 Use of calligraphic capabilities to enhance raster brightness is acceptable. PO 00000 4.b Head-Up Display 4.b.1 Static Alignment. (HUD) Frm 00106 Sfmt 4725 E:\FR\FM\09DER2.SGM X Alignment requirement only applies to the pilot flying. X A statement of the system capabilities should be provided and the capabilities demonstrated Alignment requirement only applies to the pilot flying. HUD bore sight must align with the center of the displayed image spherical pattern. Fmt 4701 09DER2 ER09DE22.092</GPH> Static alignment with displayed image. 4.b.2 System display. 4.b.3 HUD attitude versus FTD attitude indicator (pitch and roll of horizon). Enhanced Flight Vision System (EFVS) Registration test. 4.c 4.c.1 4.c.2 EFVSRVRand visibility calibration. 4.c.3 Thermal crossover. Tolerance+/- 6 arc min. All functionality in all flight modes must be demonstrated. Pitch and roll align with aircraft instruments. Flight X Alignment between EFVS display and out of the window image must represent the alignment typical of the aircraft and system type. The scene represents the EFVS view at 350 m (1,200 ft) and 1,609 m (1 sm) RVR including correct light intensitv. Demonstrate thermal crossover effects during day to night transition. Takeoff point and on approach at 200 ft. X Flight X Day and night X Alignment requirement only applies to the pilot flying. Note.-The effects of the alignment tolerance in 4.b.l should be taken into account. Infra-red scene representative of both 350 m (1,200 ft), and 1,609 m (1 sm) RVR. Visual scene mav be removed. The scene will correctly represent the thermal Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 Surface brightness. 75808 VerDate Sep<11>2014 4.a.8 On raster systems the light points should overlap such that the square is continuous ( individual light points will not be visible). Surface brightness should be measured on a white raster, measuring the brightness using the 1° spot photometer. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 characteristics of the scene during a day to night transition. 4.d Visual ground segment 4.d.l Visual ground segment (VGS). Far end: ±20% of the computed VGS. Trimmed in the landing configuration at 30 m (100 ft) wheel height above touchdown zone on glide slope at an RVR setting of300 m (1,000 ft) or 350 m (1,200 ft). Jkt 259001 PO 00000 The threshold lights computed to be visible must be visible in the FTD. This test is designed to assess items impacting the accuracy of the visual scene presented to a pilot at DH on an ILS approach. These items include: Sfmt 4725 E:\FR\FM\09DER2.SGM Pre-position for this test is encouraged but may be achieved via manual or autopilot control to the desired position. X Demonstrated through use of a visual scene rendered with the same image generator modes used to produce scenes for training. 1) RVRNisibility; 2) glide slope (G/S) and localizer modeling accuracy (location and slope) for an ILS; 3) for a given weight, configuration and speed representative of a point within the airplane's operational envelope for a normal approach and landing; and 4) Radio altimeter. Frm 00107 Fmt 4701 X Note. -If non-homogeneous fog is used, the vertical variation in horizontal visibility should be described and included in the slant range visibility calculation used in the VGS comvutation. 4.e 4.e.1 4.e.2 Visual System Capacity System capacity Day mode. 09DER2 System capacity Twilight/night mode. Not less than: 10,000 visible textured surfaces, 6,000 light points, 16 moving models. Not less than: 10,000 visible textured surfaces, 15,000 light points, 16 moving models. Not applicable Not applicable X The required surfaces, light points, and moving models should be displayed simultaneously. Demonstrated through use of a visual scene rendered with the same image generator modes used to produce scenes for training. The required surfaces, light points, and moving models should be displayed simultaneously. ER09DE22.093</GPH> 75809 5. Sound System. The sponsor will not be required to repeat the operational sound tests (i.e., tests 5.a. l. through 5.a.8. (or 5.b.l. through 5.b.9.) and 5.c., as appropriate) during continuing qualification evaluations if frequency response and background noise test results are within tolerance when compared to the initial qualification evaluation results, and the sponsor shows that no software changes have occurred that will affect the FTD's sound system. If the frequency response test method is chosen and fails, the sponsor may elect to fix the frequency response problem and repeat the test or the sponsor mav elect to repeat the ooerational sound tests. If the ooerational sound tests are reoeated during continuing aualification Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 Near end: the correct number of approach lights within the computed VGS must be visible. lotter on DSK11XQN23PROD with RULES2 75810 VerDate Sep<11>2014 evaluations, the results may be compared against initial qualification evaluation results. All tests in this section must be presented using an unweighted 1/3-octave band format from band 17 to 42 (50 Hz to 16 kHz). A minimum 20 second average must be taken at a common location from where the initial evaluation sound results were gathered. Turbo-jet airplanes. 5.a. Jkt 259001 A measurement of minimum 20 s should be taken at the location corresponding to the approved data set. PO 00000 Refer to paragraph 7 of Appendix A, Attachment 2. 5.a.1. Ready for engine start. Frm 00108 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 5.a.2. All engines at idle. 09DER2 5.a.3. All engines at maximum allowable thrust with brakes set. Initial evaluation: Subjective assessment of 1/3 octave bands. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Initial evaluation: Subjective assessment of 1/3 octave bands. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Initial evaluation: Subjective assessment of 1/3 octave bands. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when ER09DE22.094</GPH> Ground. Normal condition prior to engine start. X The APU must be on if appropriate. Ground. Normal condition prior to takeoff. X Ground. Normal condition prior to takeoff. X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 All tests in this section should be presented using an unweighted 1/3-octave band format from at least band 17 to 42 (50 Hz to 16 kHz). lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 Climb Jkt 259001 PO 00000 Frm 00109 5.a.5. Cruise Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 5.a.6. Speed brake/spoilers extended (as appropriate). 09DER2 ER09DE22.095</GPH> Initial approach. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Initial evaluation: Subjective assessment of 1/3 octave bands. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Initial evaluation: Subjective assessment of 1/3 octave bands. Medium altitude. X Cruise. Normal cruise configuration. X Cruise. Normal and constant speed brake deflection for descent at a constant airspeed and power setting. X Approach. Constant airspeed, gear up, flaps/slats as appropriate. X 75811 5.a.7 Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Initial evaluation: Subjective assessment of 1/3 octave bands. En-route climb. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 5.a.4. compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Initial evaluation: Subjective assessment of 1/3 octave bands. lotter on DSK11XQN23PROD with RULES2 Jkt 259001 5.b Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Propeller-driven airplanes PO 00000 Final approach. Landing. Constant airspeed, gear down, landing configuration flaps. X Frm 00110 Fmt 4701 Sfmt 4725 All tests in this section should be presented using an unweighted 1/3-octave band format from at least band 17 to 42 (50 Hz to 16 kHz). E:\FR\FM\09DER2.SGM A measurement of minimum 20 s should be taken at the location corresponding to the approved data set. Refer to paragraph 7 of Appendix A, Attachment 2. 09DER2 5.b.1. Ready for engine start. Initial evaluation: Subjective assessment of 1/3 octave bands. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. ER09DE22.096</GPH> Ground. Normal condition prior to engine start. The APU must be on if appropriate. X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 5.a.8 75812 VerDate Sep<11>2014 Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Initial evaluation: Subjective assessment of 1/3 octave bands. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 5.b.2 All propellers feathered, if applicable. Jkt 259001 PO 00000 Ground idle or equivalent. Frm 00111 Fmt 4701 Sfmt 4725 5.b.4 Flight idle or equivalent. E:\FR\FM\09DER2.SGM 09DER2 5.b.5 All engines at maximum allowable power with brakes set. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Initial evaluation: Subjective assessment of 1/3 octave bands. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Initial evaluation: Subjective assessment of 1/3 octave bands. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Initial evaluation: Subjective assessment of 1/3 octave bands. ER09DE22.097</GPH> Normal condition prior to take-off. X Ground. Normal condition prior to takeoff. X Ground. Normal condition prior to takeoff. X Ground. Normal condition prior to takeoff. X 75813 Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the Ground. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 5.b.3. Initial evaluation: Subjective assessment of 1/3 octave bands. lotter on DSK11XQN23PROD with RULES2 Jkt 259001 PO 00000 Frm 00112 5.b.7 Cruise Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 5.b.8 Initial approach. 09DER2 5.b.9 ER09DE22.098</GPH> Final approach. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Initial evaluation: Subjective assessment of 1/3 octave bands. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Initial evaluation: Subjective assessment of 1/3 octave bands. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Initial evaluation: Subjective assessment of 1/3 octave bands. En-route climb. Medium altitude. X Cruise. Normal cruise configuration. X Approach. Constant airspeed, gear up, flaps extended as appropriate, RPM as per operating manual. X Landing. Constant airspeed, gear down, landing configuration flaps, RPM as per operating manual. X Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 Climb. 75814 VerDate Sep<11>2014 5.b.6 average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Initial evaluation: Subjective assessment of 1/3 octave bands. lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 Special cases. Jkt 259001 PO 00000 Frm 00113 Fmt 4701 5.d FTD background noise Sfmt 4725 E:\FR\FM\09DER2.SGM Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Initial evaluation: background noise levels must fall below the sound levels described in Appendix A, Attachment 2, Paragraph 7 .c ( 5). Results of the background noise at initial qualification must be included in the QTG document and approved by the responsible Flight Standards office. The measurements are to be made with the simulation running, the sound muted and a dead cockpit. X This applies to special steadystate cases identified as particularly significant to the pilot, important in training, or unique to a specific airplane type or model. X The simulated sound will be evaluated to ensure that the background noise does not interfere with training. Refer to paragraph 7 of this Appendix A, Attachment 2. Recurrent evaluation: ±3 dB per 1/3 octave band compared to initial evaluation. 09DER2 5.e Frequency response Initial evaluation: not applicable. This test should be presented using an unweighted 1/3 octave band format from band 17 to 42 (50 Hz to 16 kHz). X Only required if the results are to be used during continuing qualification evaluations in lieu of airplane tests. The results must be approved by the responsible Flight Standards office during the initial qualification. This test should be presented using an unweighted 1/3 octave band format from band 17 to 42 (50 Hz to 16 kHz). 75815 Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. ER09DE22.099</GPH> As appropriate. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 5.c. Recurrent evaluation: cannot exceed ±5 dB difference on three consecutive bands when compared to initial evaluation and the average of the absolute differences between initial and recurrent evaluation results cannot exceed 2 dB. Initial evaluation: Subjective assessment of 1/3 octave bands. lotter on DSK11XQN23PROD with RULES2 * 75816 * * VerDate Sep<11>2014 * Jkt 259001 6.a. PO 00000 6.a.1 SYSTEMS INTEGRATION System response time Transport delay. Instrument response: 100 ms (or less) after airplane response. Pitch, roll and yaw. X Frm 00114 Where EFVS systems are installed, the EFVS response should be within+ or - 30 ms from visual system response, and not before motion system response. Visual system response: 120 ms (or less) after airplane response. Fmt 4701 Sfmt 4700 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.100</GPH> 6.a.2 Transport delay. 300 milliseconds or less after controller movement. One separate test is required in each axis. Pitch, roll and yaw. X X Note.-The delay.from the airplane EFVS electronic elements should be added to the 30 ms tolerance before comparison with visual system reference. If transport delay is the chosen method to demonstrate relative responses, the sponsor and the responsible Flight Standards office will use the latency values to ensure proper FTD response when reviewing those existing tests where latency can be identified (e.g., short period, roll response, rudder response). Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations * 18:43 Dec 08, 2022 6 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 75817 Table B2F Alternative Data Sources, Procedures, and Instrumentation Level6 FTD QPS REQUIREMENTS The standards in this table are required if the data gathering INFORMATION methods described in pararraph 9 of Appendix B are not used. Objective Test Alternative Data Reference Number Sources, Procedures, and Title and Instrumentation * * * 2.a.1.a. Handling qualities. Static control tests. Pitch controller position vs. force and surface position calibration 2.a.2.a. Handling qualities. Static control tests. Wheel position vs. force and surface position calibration. 2.a.3.a. Handling qualities. Static control tests. Rudder pedal position vs. force and surface position calibration. * lotter on DSK11XQN23PROD with RULES2 * * * * * * * * For airplanes with reversible control systems, surface position data acquisition should be accomplished with winds less than 5 kts. For airplanes with reversible control systems, surface position data acquisition should be accomplished with winds less than 5 kts. For airplanes with reversible control systems, surface position data acquisition should be accomplished with winds less than 5 kts. * Attachment 3 to Appendix B to Part 60— Flight Training Device (FTD) Subjective Evaluation * 18:43 Dec 08, 2022 * Surface position data may be acquired from flight data recorder (FDR) sensor or, if no FDR sensor, at selected, significant column positions (encompassing significant column position data points), acceptable to the responsible Flight Standards office, using a control surface protractor on the ground. Force data may be acquired by using a hand held force gauge at the same column position data points. Surface position data may be acquired from flight data recorder (FDR) sensor or, ifno FDR sensor, at selected, significant wheel positions (encompassing significant wheel position data points), acceptable to the responsible Flight Standards office, using a control surface protractor on the ground. Force data may be acquired by using a hand held force gauge at the same wheel position data points. Surface position data may be acquired from flight data recorder (FDR) sensor or, ifno FDR sensor, at selected, significant rudder pedal positions (encompassing significant rudder pedal position data points), acceptable to the responsible Flight Standards office, using a control surface protractor on the ground. Force data may be acquired by using a hand held force gauge at the same rudder pedal position data points. * * VerDate Sep<11>2014 * Jkt 259001 PO 00000 * * Frm 00115 * Fmt 4701 * Sfmt 4700 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.101</GPH> * * Notes 75818 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations Table B3C Entry No. 1. Table of Functions and Subjective Tests Level 4 FTD QPS requirements Operations tasks Tasks in this table are subject to evaluation if appropriate for the airplane system or systems simulated as indicated in the SOQ Configuration List as defined in Appendix B, Attachment 2 of this part. Level 4 FTDs are required to have at least one operational system. The responsible Flight Standards office will accomplish a functions check of all installed systems, switches, indicators, and equipment at all crewmembers' and instructors' stations, and determine that the flight deck (or flight deck area) design and functions replicate the appropriate airplane. Attachment 4 to Appendix B to Part 60— Sample Documents Attachment 4 to Appendix B to Part 60— Figure B4A—Sample Letter, Request for Initial, Upgrade, or Reinstatement Evaluation * Information * * * * * * * * * Date - - RE: Request for Initial/Upgrade Evaluation Date This is to advise you of our intent to request an (initial or upgrade) evaluation of our (FTD Manufacturer), (Aircraft Type/Level) Flight Training Device (FTD), (FAA ID Number, if previously qualified), located in (City, State) at the (Facility) on (Proposed Evaluation Date). (The proposed evaluation date shall not be more than 180 days following the date of this letter.) The FTD will be sponsored by (Name of Training Center/Air Carrier). FAA Designator (4 Letter Code). The FTD will be sponsored as follows; (Select One) The FTD will be used within the sponsor's FAA approved training program and placed on the sponsor's Training/Operations Specifications. The FTD will be used for dry lease only. We agree to provide the formal request for the evaluation to your staff as follows: (check one) For QTG tests run at the factory, not later, than 45 days prior to the proposed evaluation date with the additional "1/3 on-site" tests provided not later than 14 days prior to the proposed evaluation date. For QTG tests run on-site, not later than 30 days prior to the proposed evaluation date. We understand that the formal request will contain the following documents: 1. Sponsor's Letter of Request (Company Compliance Letter). 2. Principal Operations Inspector (POI) or Training Center Program Manager's (TCPM) endorsement. 3. Complete QTG. If we are unable to meet the above requirements, we understand this may result in a significant delay, perhaps 45 days or more, in rescheduling and completing the evaluation. The s onsor should add additional comments as necess D D D VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 PO 00000 Frm 00116 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.104</GPH> ER09DE22.103</GPH> Please contact (Name Telephone and Fax Number of Sponsor's Contact) to confirm the date for this initial evaluation. We understand a member of your National Simulator Program staff will respond to this request within 14 days. A copy of this letter of intent has been provided to (Name), the Principal Operations Inspector (POI) and/or Training Center Program Manager (TCPM). Sincerely, Attachment: FTD Information and Characteristics Form cc: POI/TCPM ER09DE22.102</GPH> lotter on DSK11XQN23PROD with RULES2 D Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations * * * * 75819 Attachment 4 to Appendix B to Part 60— Figure B4C—Sample Letter of Compliance * Information Mr. (Name of Training Program Approval Authority): (Name of responsible Flight Standards office) (Address) (City/State/Zip) Dear Mr. (Name ofTPAA): RE: Letter of Compliance (Operator Sponsor Name) requests evaluation of our (Aircraft Type) FTD for Level LJ qualification. The (FTD Manufacturer Name) FTD with (Visual System Manufacturer Name/Model) system is fully defined on the FTD Information page of the accompanying Qualification Test Guide (QTG). We have completed the tests of the FTD and certify that it meets all applicable requirements of FAR parts 121, 125, or 135), and the guidance of (AC 120-40B or 14 CFR Part 60). Appropriate hardware and software configuration control procedures have been established. Our Pilot(s), (Name(s)), who are qualified on (Aircraft Type) aircraft have assessed the FTD and have found that it conforms to the (Operator/Sponsor) (Aircraft Type) flight deck configuration and that the simulated systems and subsystems function equivalently to those in the aircraft. The above named pilot(s) have also assessed the performance and the flying qualities of the FTD and find that it represents the respective aircraft. (Added Comments may be placed here) Sincerely, VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 PO 00000 Frm 00117 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.105</GPH> lotter on DSK11XQN23PROD with RULES2 (Sponsor Representative) 75820 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations Attachment 4 to Appendix B to Part 60— Figure B4D—Sample Qualification Test Guide Cover Page Information SPONSOR NAME SPONSOR ADDRESS FAA QUALIFICATION TEST GUIDE (SPECIFIC AIRPLANE MODEL) for example Stratos BA797-320A (Type of FTD) (FTD Identification Including Manufacturer, Serial Number, Visual System Used) (FTD Level) (Qualification Performance Standard Used) (FTD Location) FAA Initial Evaluation Date: ----- Date: (Sponsor) Date: * * * VerDate Sep<11>2014 * * 18:43 Dec 08, 2022 Jkt 259001 PO 00000 Frm 00118 Fmt 4701 Sfmt 4700 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.106</GPH> lotter on DSK11XQN23PROD with RULES2 FAA Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 75821 Attachment 4 to Appendix B to Part 60— Figure B4E—Sample Statement of Qualification—Certificate Information Federal Aviation Administration This is to certify that representatives of the FAA Completed an evaluation of the G Fast es Farnsworth 100 Flight Traialag Device FAA Identification Number 998 And pursuant to 14 CFR Part 60 found it to meet its original qualification basis, AC 120-45A (MM/DD/YY) The Master Qualification Test Guide and the attached Configuration List and Restrictions List Provide the Qualification Basis for this device to operate at Level 6 Until March 31, 2010 VerDate Sep<11>2014 February 15, 2009 B. Williamson (date) (for the FAA) 18:43 Dec 08, 2022 Jkt 259001 PO 00000 Frm 00119 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.128</GPH> lotter on DSK11XQN23PROD with RULES2 Unless sooner rescinded or extended by the FAA 75822 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations * * * * * 42. In appendix C to part 60: a. In the introductory ‘‘Begin Information’’ text: ■ i. Remove the word ‘‘NSPM’’ and add in its place the words ‘‘Flight Standards Service’’ in the first sentence; and ■ ii. In the last sentence, remove the phrase ‘‘NSPM, or a person assigned by the NSPM,’’ and add in its place the words ‘‘responsible Flight Standards office’’. ■ b. In section 1: ■ i. Remove and reserve paragraph b.; ■ ii. Remove the last sentence of paragraph c.; ■ iii. In paragraph d.(10), add the words ‘‘Flightcrew Member’’ after ‘‘as amended,’’; and ■ iv. Revise paragraph d.(25). ■ c. In section 11: ■ i. In paragraph o. introductory text, remove the words ‘‘an NSP pilot’’ and add in their place the words ‘‘a pilot from the responsible Flight Standards office’’ and remove the word ‘‘NSP’’; ■ ii. In paragraph r.(1), remove the word ‘‘NSP’’; and ■ iii. In paragraph v., remove the phrase ‘‘NSPM or visit the NSPM website’’ and add in its place the words ‘‘responsible Flight Standards office’’. ■ d. In attachment 1, in table C1A, revise the entries for 4.a., 6.c., 6.d., and 6.u.; ■ e. In attachment 2: ■ i. In section 8, paragraph d., remove the first instance of the word ‘‘NSPM’’ and add in its place the words ‘‘the responsible Flight Standards office’’; ■ ii. In table C2A, revise the entries for 1.j.4., 2.a., and 4.a.2; lotter on DSK11XQN23PROD with RULES2 ■ ■ VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 iii. In table C2E, revise the entry for 1.b.2.; ■ f. In attachment 3: ■ i. In section 2, in the first paragraph (h), remove the last sentence and redesignate the second paragraph h. and paragraph i. as paragraphs i. and j, respectively; and ■ ii. In table C3C, revise the introductory text. ■ g. In attachment 4: ■ i. Revise the table of contents entry for Figure C4H to read ‘‘Figure C4H [Reserved]’’; ■ ii. Revise figures C4A C4C, C4D, and C4E; and ■ iii. Remove and reserve figure C4H. ■ h. Remove the word ‘‘NSPM’’ and in its place add the words ‘‘responsible Flight Standards office’’ in the following places: ■ i. Section 1, paragraph c., the first two instances; ■ ii. Section 9, paragraphs d., d.(1), d.(2), g., h., and i.; ■ iii. Section 10, paragraph a; ■ iv. Section 11, paragraphs b.(2), b.(3), d., e.(2), f., g.(1), h., j. k., l., m., n., n.(2), o., p., q., r.(2), s., t., and w.; ■ v. Section 13, paragraphs a.(1), a.(3), a.(4), a.(5), d., and i.; ■ vi. Section 14, paragraphs a., d., e., and e.(1); ■ vii. Section 17, paragraphs b.(1) and b.(2); ■ viii. Section 19; ■ ix. Section 20; ■ x. Attachment 2, section 1, paragraph b.; ■ xi. Attachment 2, section 2, paragraphs a., h., j., k., and l.; ■ xii. Attachment 2, section 4, paragraph b.(1); ■ PO 00000 Frm 00120 Fmt 4701 Sfmt 4700 xiii. Attachment 2, section 6, paragraph d.(2); ■ xiv. Attachment 2, section 8, paragraphs b., c., the second instance of d., f., and g.; ■ xv. Attachment 2, section 9, paragraphs a., b., b.(2) and c.(2)(i); ■ xvi. Attachment 2, section 12, paragraph a.; ■ xvii. Attachment 2, section 14, paragraph b.(4)(d); ■ xviii. Attachment 2, section 16, paragraphs a.(2) and b.(2); ■ xix. Attachment 2, section 17, paragraphs c., d.(2), e., and g.; ■ xx. Attachment 3, section 1, paragraphs f. and g.; and ■ xxi. Attachment 3, section 2, paragraph b. ■ i. In appendix C to part 60, remove the word ‘‘NSP’’ from the following places: ■ i. Section 14, paragraph g.; and ■ ii. Attachment 3, paragraphs 2.d. and 2.f. The revisions read as follows: ■ Appendix C to Part 60 Qualification Performance Standards for Helicopter Full Flight Simulators * * * * * * * 1. Introduction * * * d. * * * (25) FAA Airman Certification Standards and Practical Test Standards for Airline Transport Pilot, Type Ratings, Commercial Pilot, and Instrument Ratings. * * * * * Attachment 1 to Appendix C to Part 60— General Simulator Requirements * E:\FR\FM\09DER2.SGM * * 09DER2 * * lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 Table ClA Minimum Simulator Requirements Entry Number Jkt 259001 * * PO 00000 Frm 00121 Fmt 4701 6.c. * * * * * * * * Levels Blcio INFORMATION Notes * X X X The responsible Flight Standards office will consider alternatives to this standard for additional seats based on unique flight deck configurations * Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 The simulator must provide a continuous visual field-of-view of at least 146° horizontally and 36° vertically per pilot seat. Both pilot seat visual systems must be operable simultaneously. Horizontal field-of-view is centered on the zero degree azimuth line relative to the aircraft fuselage. The minimum horizontal field-of-view coverage must be plus and minus one-half(½) of the minimum continuous field-of-view requirement, centered on the zero degree azimuth line relative to the aircraft fuselage. An SOC must explain the geometry of the installation. Capability for a field-of-view in excess of the minimum is not required for qualification at Level C. However, where specific tasks require extended fields of view beyond the 146° by 36° (e.g., to accommodate the use of"chin windows" where the accommodation is either integral with or separate from the primary visual system display), then the extended fields of view must be provided. When considering the installation and use of augmented fields of view, the sponsor must meet with the NSPM to determine the training, testing, checking, and experience tasks for which the augmented field-of-view capability may be required. An SOC is required. X Optimization of the vertical fieldof-view may be considered with respect to the specific helicopter flight deck cut-off angle. The sponsor may request the responsible Flight Standards office to evaluate the FFS for specific authorization(s) for the following: (1) Specific areas within the database needing higher resolution to support landings, take-offs and ground cushion exercises and training away from a heliport, including elevated heliport, helidecks and confined areas. (2) For cross-country flights, sufficient scene details to allow for ground to map navigation over a sector length equal to 3 0 75823 ER09DE22.107</GPH> * In addition to the flight crewmember stations, the simulator must have at least two suitable seats for the instructor/check airman and FAA inspector. These seats must provide adequate vision to the pilot's panel and forward windows. All seats other than flight crew seats need not represent those found in the helicopter but must be adequately secured to the floor and equipped with similar positive restraint devices. 4.a. * General Simulator Requirements Simulator Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 QPS REQUIREMENTS lotter on DSK11XQN23PROD with RULES2 Jkt 259001 PO 00000 Frm 00122 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 * * ER09DE22.108</GPH> * * * * The simulator must present visual scenes of wet and snow-covered runways, including runway lighting reflections for wet conditions, and partially obscured lights for snow conditions. 6.u. * * * * * * * * X X The responsible Flight Standards office will consider suitable alternative effects. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 An SOC is required. 75824 VerDate Sep<11>2014 The simulator must provide a continuous visual field-of-view of at least 176° horizontally and 56° vertically per pilot seat. Both pilot seat visual systems must be operable simultaneously. Horizontal field-of-view is centered on the zero degree azimuth line relative to the aircraft fuselage. The minimum horizontal field-of-view coverage must be plus and minus one-half(½) of the minimum continuous field-of-view requirement, centered on the zero degree azimuth line relative to the aircraft fuselage. An SOC must explain the geometry of the installation. Capability for a field-of-view in excess of the minimum is not required for qualification at Level D. However, where specific tasks require extended fields of view beyond the 176° by 56° (e.g., to accommodate the use of"chin windows" where the accommodation is either integral with or separate from the primary visual system display), then the extended fields of view must be provided. When considering the installation and use of augmented fields of view, the sponsor must meet with the responsible Flight Standards office to determine the training, testing, checking, and experience tasks for which the augmented field-of-view capability may be required. 6.d. minutes at an average cruise speed. (3) For offshore airborne radar approaches (ARA), harmonized visual/radar representations of installations. X Optimization of the vertical fieldof-view may be considered with respect to the specific helicopter flight deck cut-off angle. The sponsor may request the responsible Flight Standards office to evaluate the FFS for specific authorization(s) for the following: (1) Specific areas within the database needing higher resolution to support landings, take-offs and ground cushion exercises and training away from a heliport, including elevated heliport, helidecks and confined areas. (2) For cross-country flights, sufficient scene details to allow for ground to map navigation over a sector length equal to 3 0 minutes at an average cruise speed. (3) For offshore airborne radar approaches (ARA), harmonized visual/radar representations of installations. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations * * * * Attachment 2 to Appendix C to Part 60—FFS Objective Tests * lotter on DSK11XQN23PROD with RULES2 * VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 PO 00000 * * Frm 00123 * Fmt 4701 * Sfmt 4700 E:\FR\FM\09DER2.SGM 09DER2 75825 lotter on DSK11XQN23PROD with RULES2 Entry Number Jkt 259001 * * PO 00000 1.j.4. I Tolerance(s) Title * * Autorotational Landing. * * Flight Condition Test Details Frm 00124 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM * * Torque - ±3%, Rotor Speed- ±3%, Vertical Velocity ±100 fpm (0.50m/sec) or 10%, Pitch Attitude - ±2°, Bank Attitude - ±2°, Heading - ±5°, Longitudinal Control Position ± 10%, Lateral Control Position ±10%, Directional Control Position ±10%, Collective Control Position ±10%. * * Notes BICID * Landing. Record the results of an autorotational deceleration and landing from a stabilized autorotational descent, to touch down. If flight test data containing all required parameters for a complete power-off landing is not available from the aircraft manufacturer for this test and other qualified flight test personnel are not available to acquire this data, the sponsor may coordinate with the responsible Flight Standards office to determine if it is appropriate to accept alternative testing means. 09DER2 2.a. * INFORMATION Simulator Level X X Alternative approaches for acquiring this data may be acceptable, depending on the aircraft as well as the personnel and the data recording, reduction, and interpretation facilities to be used, are: 1) a simulated autorotational flare and reduction of rate of descent (ROD) at altitude; or 2) a power-on termination following an autorotational approach and flare. * Control System Mechanical Characteristics. For simulators requiring Static or Dynamic tests at the controls (i.e., cyclic, collective, and pedal), special test fixtures will not be required during initial or upgrade evaluations if the Contact the responsible Flight Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 Test * ER09DE22.109</GPH> 75826 VerDate Sep<11>2014 Table C2A Full Fli2ht Simulator (FFS) Ob.iective Tests QPS REQUIREMENTS lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 Jkt 259001 PO 00000 Frm 00125 * * * * * * * Transport Delay 4.a.2. Fmt 4701 If Transport Delay is the chosen method to demonstrate relative responses, the sponsor and the responsible Flight Standards office will use the latency values to ensure proper simulator response when reviewing those existing tests where latency can be identified (e.g., short period, roll response, rudder response). Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 * * * * * * 75827 * ER09DE22.110</GPH> Standards office for clarification of any issue regarding helicopters with reversible controls or where the required validation data is not attainable. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 sponsor's QTG/MQTG shows both test fixture results and the results of an alternative approach, such as computer plots produced concurrently showing satisfactory agreement. Repeat of the alternative method during the initial or upgrade evaluation satisfies this test requirement. For initial and upgrade evaluations, the control dynamic characteristics must be measured at and recorded directly from the flight deck controls, and must be accomplished in hover, climb, cruise, and autorotation. 75828 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations Table C2E Alternative Data Sources, Procedures, and Instrumentation QPS REQUIREMENTS The standards in this table are required if the data gathering methods described in INFORMATION paragraph 9 of Appendix C are not used. --Table of Ob_jective Tests -Level Alternative Data Sources, Procedures, B Notes Test Entry Number Only and Instrumentation and Title * * * * * * * * * * * * * Data may be acquired by using a constant tiller position (measured with a protractor), or full pedal application for steady state turn, and synchronized video of heading indicator. If less than full pedal is used, pedal position must be recorded. X 1.b.2. Performance. On Surface Taxi Rate of Turn vs. Nosewheel Steering Angle * * * * A single procedure may not be adequate for all rotorcraft steering systems. Appropriate measurement procedures must be devised and proposed for responsible Flight Standards office concurrence. * Attachment 3 to Appendix C to Part 60— Simulator Subjective Evaluation * * * * * * Table C3C Functions and Subjective Tests QPS REQUIREMENTS Visual Scene Content Additional Airport or Landing Area Models Beyond Minimum Required for Qualification Entry Number Class II Airport or Landine: Area Models Simulator Level B C D This table specifies the minimum airport or helicopter landing area visual model content and functionality necessary to add visual models to a simulator's visual model library (i.e., beyond those necessary for qualification at the stated level) without the necessity of further involvement of the responsible Flight Standards office or TPAA. * * VerDate Sep<11>2014 * * * * * * Frm 00126 Fmt 4701 ER09DE22.112</GPH> * * * 18:43 Dec 08, 2022 Jkt 259001 PO 00000 Sfmt 4700 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.111</GPH> lotter on DSK11XQN23PROD with RULES2 * Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 75829 Attachment 4 to Appendix C to Part 60— Figure C4A—Sample Letter, Request for Initial, Upgrade, or Reinstatement Evaluation Information Date - - - RE: Request for Initial/Upgrade Evaluation Date This is to advise you of our intent to request an (initial or upgrade) evaluation of our (FFS Manufacturer), (Aircraft Type/Level) Full Flight Simulator (FFS), (FAA ID Number, if previously qualified), located in (City, State) at the (Facility) on (Proposed Evaluation Date). (The proposed evaluation date shall not be more than 180 days following the date of this letter.) The FFS will be sponsored by (Name of Training Center/Air Carrier). FAA Designator {1 Letter Code). The FFS will be sponsored as follows; (Select One) D The FFS will be used within the sponsor's FAA approved training program and placed on the sponsor's Training/Operations Specifications. D The FFS will be used for dry lease only. We agree to provide the formal request for the evaluation to your staff as follows: (check one) D For QTG tests run at the factory, not later, than 45 days prior to the proposed evaluation date with the additional "1/3 on-site" tests provided not later than 14 days prior to the proposed evaluation date. D For QTG tests run on-site, not later than 30 days prior to the proposed evaluation date. We understand that the formal request will contain the following documents: 1. Sponsor's Letter of Request (Company Compliance Letter). 2. Principal Operations Inspector (POI) or Training Center Program Manager's (TCPM) endorsement. 3. Complete QTG. Ifwe are unable to meet the above requirements, we understand this may result in a significant delay, perhaps 45 days or more, in rescheduling and completing the evaluation. (The sponsor should add additional comments as necessary). Please contact (Name Telephone and Fax Number of Sponsor's Contact) to confirm the date for this initial evaluation. We understand a member of your National Simulator Program staff will respond to this request within 14 days A copy of this letter of intent has been provided to (Name), the Principal Operations Inspector (POI) and/or Training Center Program Manager (TCPM). Sincerely, Attachment: FFS Information Form cc: POI/TCPM * * VerDate Sep<11>2014 * * 18:43 Dec 08, 2022 Jkt 259001 PO 00000 Frm 00127 Fmt 4701 Sfmt 4700 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.113</GPH> lotter on DSK11XQN23PROD with RULES2 * 75830 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations Attachment 4 to Appendix C to Part 60— Figure C4C—Sample Letter of Compliance Information Mr. (Name of Training Program Approval Authority): (Name of responsible Flight Standards office) (Address) (City/State/Zip) Dear Mr. (Name of TPAA): RE: Letter of Compliance (Operator Sponsor Name) requests evaluation of our (Aircraft Type) FFS for Level LJ qualification. The (FFS Manufacturer Name) FFS with (Visual System Manufacturer Name/Model) system is fully defined on the FFS Information page of the accompanying Qualification Test Guide (QTG). We have completed the tests of the FFS and certify that it meets all applicable requirements of FAR parts 121, 125, or 135), and the guidance of (AC 120-40B or 14 CFR Part 60). Appropriate hardware and software configuration control procedures have been established. Our Pilot(s), (Name(s)), who are qualified on (Aircraft Type) aircraft have assessed the FFS and have found that it conforms to the (Operator/Sponsor) (Aircraft Type) flight deck configuration and that the simulated systems and subsystems function equivalently to those in the aircraft. The above named pilot(s) have also assessed the performance and the flying qualities of the FFS and find that it represents the respective aircraft. (Added Comments may be placed here) VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 PO 00000 Frm 00128 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.114</GPH> lotter on DSK11XQN23PROD with RULES2 Sincerely, (Sponsor Representative) Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 75831 Attachment 4 to Appendix C to Part 60— Figure C4D—Sample Qualification Test Guide Cover Page Information SPONSOR NAME SPONSOR ADDRESS FAA QUALIFICATION TEST GUIDE (SPECIFIC Helicopter MODEL) for example Farnsworth z.100 (Type of Simulator) (Simulator Identification Including Manufacturer, Serial Number, Visual System Used) (Simulator Level) (Qualification Performance Standard Used) (Simulator Location) FAA Initial Evaluation Date: Date: (Sponsor) Date: VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 PO 00000 Frm 00129 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.115</GPH> lotter on DSK11XQN23PROD with RULES2 FAA 75832 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations Attachment 4 to Appendix C to Part 60— Figure C4E—Sample Statement of Qualification—Certificate Information Federal Aviation Administration Certificate of Qualification This is to certify that representatives of the FAA Completed an evaluation of the Go-Fast Airlines Farnsworth Z-100 Full Flight Simulator FAA Identification Number 0999 And pursuant to 14 CFR Part 60 found it to meet its original qualification basis, AC 12063 (MM/DD/YY) The Master Qualification Test Guide and the attached Configuration List and List of Qualified Tasks Provide the Qualification Basis for this device to operate at Level D Until April 30, 2010 * * * C. Nordlie (date) (for the FAA) * 43. In appendix D to part 60: a. In the introductory ‘‘Begin Information’’ text: ■ ■ VerDate Sep<11>2014 18:43 Dec 08, 2022 i. Remove ‘‘NSPM’’ and add in its place the words ‘‘Flight Standards Service’’ in the first sentence; and ■ ii. Remove the phrase ‘‘NSPM, or a person or persons assigned by the NSPM’’ and add in its place the words ■ Jkt 259001 PO 00000 Frm 00130 Fmt 4701 Sfmt 4700 ‘‘responsible Flight Standards office’’ in the last sentence. ■ b. In section 1: ■ i. Remove and reserve paragraph b.; ■ ii. Remove the last sentence of paragraph c.; E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.129</GPH> * March 15, 2009 ER09DE22.116</GPH> lotter on DSK11XQN23PROD with RULES2 Unless sooner rescinded or extended by the FAA Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations iii. In paragraph d.(12), add the words ‘‘Flightcrew Member’’ after ‘‘as amended,’’; and ■ iv. Revise paragraph d.(28; ■ c. In section 11: ■ i. In paragraph o. introductory text, remove the words ‘‘an NSP pilot’’ and add in their place the words ‘‘a pilot from the responsible Flight Standards office’’ and remove the second instance of the word ‘‘NSP’’; ■ ii. In paragraph r.(1), remove the word ‘‘NSP’’; and ■ iii. In paragraph v., remove the phrase ‘‘NSPM or visit the NSPM website’’ and add in its place the words ‘‘responsible Flight Standards office’’. ■ d. In section 17, paragraph c., remove the word ‘‘D4H’’ and add in its place the word ‘‘D4I’’; ■ e. In attachment 1, in table D1A, revise the entry for 6.c.; ■ f. In attachment 2, in table D2A, revise the entries for 1.j.4. and 2.a.; ■ g. In attachment 3: ■ i. In section 1, paragraph g., remove the first instance of the word ‘‘NPSM’’ and add in its place the words ‘‘responsible Flight Standards office’’ and remove the last sentence; and lotter on DSK11XQN23PROD with RULES2 ■ VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 ii. Revise the introductory text to table D3C. ■ h. In attachment 4: ■ i. Remove the table of contents entry ‘‘Figure A4C Sample Letter of Compliance’’ and add in its place ‘‘Figure D4C Sample Letter of Compliance’’; ■ ii. Revise the table of contents entry ‘‘Figure D4H Sample Continuing Qualification Evaluation Requirements Page’’ to read ‘‘Figure D4H [Reserved]’’; ■ iii. Revise figures D4A, D4C, D4D, and D4E; ■ iv. Redesignate Figure A4H as Figure D4H; and ■ v. Remove and reserve newly redesignated Figure D4H. ■ i. Remove the word ‘‘NSPM’’ and in its place add the words ‘‘responsible Flight Standards office’’ in the following places: ■ i. Section 1, paragraph c., the first two instances; ■ ii. Section 9, paragraphs d., d.(1), d.(1)(a), g., h., and i.; ■ iii. Section 10, paragraph a.; ■ iv. Section 11, paragraphs b.(2), b.(3), d., e.(2), f., g.(1), h., j., k., l., m., n., n.(2), o., p., q., r.(2), s., t., and w.; ■ v. Section 13, paragraphs a.(1), a.(3), a.(4), a.(5), d., i., and j.; ■ PO 00000 Frm 00131 Fmt 4701 Sfmt 4700 75833 vi. Section 14, paragraphs a., d., h.; vii. Section 17, paragraphs b.(1) and (2); ■ viii. Section 19 and 20; ■ ix. Attachment 2, section 2, paragraphs a., h., i., j., and k.; and ■ x. Attachment 3, section 1, paragraph f. ■ j. In appendix D to part 60, remove the word ‘‘NSP’’ from the following places: ■ i. Section 14, paragraph f.; and ■ ii. Attachment 3, paragraphs 2.c. and 2.d. ■ ■ Appendix D to Part 60 Qualification Performance Standards for Helicopter Flight Training Devices * * * * * * * 1. Introduction * * * d. * * * (28) FAA Airman Certification Standards and Practical Test Standards for Airline Transport Pilot, Type Ratings, Commercial Pilot, and Instrument Ratings. * * * * * Attachment 1 to Appendix D to Part 60— General FTD Requirements * E:\FR\FM\09DER2.SGM * * 09DER2 * * lotter on DSK11XQN23PROD with RULES2 75834 VerDate Sep<11>2014 Jkt 259001 Entry Number PO 00000 * * General FTD Requirements 4 * * * * Frm 00132 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM An SOC is required and must explain the geometry of the installation. 09DER2 * ER09DE22.117</MATH> * * * * * I s I 6 Notes I 7 * The FTD must provide a continuous visual field-of-view of at least 146° horizontally and 36° vertically for both pilot seats, simultaneously. The minimum horizontal field-of-view coverage must be plus and minus one-half(½) of the minimum continuous field-of-view requirement, centered on the zero degree azimuth line relative to the aircraft fuselage. Additional horizontal field-of-view capability may be added at the sponsor's discretion provided the minimum field-of-view is retained. Capability for a field-of-view in excess of these minima is not required for qualification at Level 7. However, where specific tasks require extended fields of view beyond the 146° by 36° (e.g., to accommodate the use of "chin windows" where the accommodation is either integral with or separate from the primary visual system display), then such extended fields of view must be provided. 6.c. INFORMATION FTD Level * X Optimization of the vertical field-of-view may be considered with respect to the specific helicopter flight deck cut-off angle. When considering the installation/use of augmented fields of view, as described here, it will be the responsibility of the sponsor to meet with the responsible Flight Standards office to determine the training, testing, checking, or experience tasks for which the augmented field-of-view capability may be critical to that approval. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 TableDlA Minimum FTD Requirements QPS REQUIREMENTS Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations * * * * Attachment 2 to Appendix D to Part 60— Flight Training Device (FTD) Objective Tests * lotter on DSK11XQN23PROD with RULES2 * VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 PO 00000 * * Frm 00133 * Fmt 4701 * Sfmt 4700 E:\FR\FM\09DER2.SGM 09DER2 75835 lotter on DSK11XQN23PROD with RULES2 75836 VerDate Sep<11>2014 Jkt 259001 PO 00000 Frm 00134 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.118</MATH> Fli2ht Trainin2 Device (FTD) Ob_jective Tests QPS REQUIREMENTS Test Entry Number * 1.j.4. * I Title * Flight Conditions Tolerances * * * INFORMATION FTD Level Test Details s I 6 I 7 Notes * Autorotationa Torque - ±3%, 1Landing. Rotor Speed- ±3%, Vertical Velocity ±100 fpm (0.50 m/sec) or 10%, Pitch Attitude - ±2°, Bank Attitude - ±2°, Heading - ±5°, Longitudinal Control Position - ±10%, Lateral Control Position - ±10%, Directional Control Position - ±10%, Collective Control Position - ±10%. Landing. Record the results of an autorotational deceleration and landing from a stabilized autorotational descent, to touch down. X If flight test data containing all required parameters for a complete power-off landing is not available from the aircraft manufacturer for this test, and other qualified flight test personnel are not available to acquire this data, the sponsor must coordinate with the responsible Flight Standards office to determine if it would be appropriate to accept alternative testing means. Alternative approaches to this Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 TableD2A lotter on DSK11XQN23PROD with RULES2 VerDate Sep<11>2014 Jkt 259001 PO 00000 Frm 00135 Fmt 4701 Sfmt 4725 2. E:\FR\FM\09DER2.SGM Handling Qualities. Control System Mechanical Characteristic s. 2.a. 09DER2 * * * * Contact the responsible Flight Standards office for clarification of any issue regarding helicopters with reversible controls. * * * Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 18:43 Dec 08, 2022 data acquisition that may be acceptable are: 1) a simulated autorotational flare and reduction of rate of descent (ROD) at altitude; or 2) a power-on termination following an autorotational approach and flare. 75837 ER09DE22.119</MATH> 75838 * * Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations * * Attachment 3 to Appendix D to Part 60— Flight Training Device (FTD) Subjective Evaluation * * * * * * Table D3C Table of Functions and Subjective Tests Level 7 FTD Visual Requirements Additional Visual Models Beyond Minimum Required for Qualification Class II Airport or Helicopter Landin2 Area Models QPS REQUIREMENTS Entry Number Operations Tasks This table specifies the minimum airport or helicopter landing area visual model content and functionality necessary to add visual models to an FTD's visual model library (i.e., beyond those necessary for qualification at the stated level) without the necessity of further involvement of the responsible Flight Standards office or TP AA. * * * * * * * * * * * * * Figure D4C * Attachment 4 to Appendix D to Part 60— Sample Documents Table of Contents * * * * Sample Letter of Compliance * Figure D4H * * * * [Reserved] * * * Attachment 4 to Appendix D to Part 60— Figure D4A—Sample Letter, Request for Initial, Upgrade, or Reinstatement Evaluation Information * Date - - RE: Request for Initial/Upgrade Evaluation Date This is to advise you of our intent to request an (initial or upgrade) evaluation of our (FTD Manufacturer), (Aircraft Type/Level) Flight Training Device (FTD), (FAA ID Number, if previously qualified), located in .(£i!y,_ State) at the (Facility) on (Proposed Evaluation Date). (The proposed evaluation date shall not be more than 180 days following the date of this letter.) The FTD will be sponsored by (Name of Training Center/Air Carrier), FAA Designator (4 Letter Code). The FTD will be sponsored as follows; (Select One) D The FTD will be used within the sponsor's FAA approved training program and placed on the sponsor's Training/Operations Specifications. ER09DE22.121</GPH> VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 PO 00000 Frm 00136 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.120</GPH> lotter on DSK11XQN23PROD with RULES2 D The FTD will be used for dry lease only. Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 75839 D For QTG tests run at the factory, not later, than 45 days prior to the proposed evaluation date with the additional "1/3 on-site" tests provided not later than 14 days prior to the proposed evaluation date. D For QTG tests run on-site, not later than 30 days prior to the proposed evaluation date. We understand that the formal request will contain the following documents: 1. Sponsor's Letter of Request (Company Compliance Letter). 2. Principal Operations Inspector (POI) or Training Center Program Manager's (TCPM) endorsement. 3. Complete QTG. If we are unable to meet the above requirements, we understand this may result in a significant delay, perhaps 45 days or more, in rescheduling and completing the evaluation. (The sponsor should add additional comments as necessary). Please contact (Name Telephone and Fax Number of Sponsor's Contact) to confirm the date for this initial evaluation. We understand a member of your National Simulator Program staff will respond to this request within 14 days. A copy of this letter of intent has been provided to (Name), the Principal Operations Inspector (POI) and/or Training Center Program Manager (TCPM). Sincerely, Attachment: FTD Information Form cc: POI/TCPM * * VerDate Sep<11>2014 * * 18:43 Dec 08, 2022 Jkt 259001 PO 00000 Frm 00137 Fmt 4701 Sfmt 4700 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.122</GPH> lotter on DSK11XQN23PROD with RULES2 * 75840 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations Attachment 4 to Appendix D to Part 60— Figure D4C—Sample Letter of Compliance Information Mr. (Name of Training Program Approval Authority): (Name of responsible Flight Standards office) (Address) (City/State/Zip) Dear Mr. (Name of TPAA): RE: Letter of Compliance (Operator Sponsor Name) requests evaluation of our (Aircraft Type) FTD for Level LJ qualification. The (FTD Manufacturer Name) FTD with (Visual System Manufacturer Name/Model) system is fully defined on the FTD Information page of the accompanying Qualification Test Guide (QTG). We have completed the tests of the FTD and certify that it meets all applicable requirements of FAR parts 121, 125, or 135), and the guidance of (AC 120-40B or 14 CFR Part 60). Appropriate hardware and software configuration control procedures have been established. Our Pilot(s), (Name(s)), who are qualified on (Aircraft Type) aircraft have assessed the FTD and have found that it conforms to the (Operator/Sponsor) (Aircraft Type) flight deck configuration and that the simulated systems and subsystems function equivalently to those in the aircraft. The above named pilot(s) have also assessed the performance and the flying qualities of the FTD and find that it represents the respective aircraft. (Added Comments may be placed here) ER09DE22.124</GPH> VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 PO 00000 Frm 00138 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.123</GPH> lotter on DSK11XQN23PROD with RULES2 Sincerely, (Sponsor Representative) Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 75841 Attachment 4 to Appendix D to Part 60— Figure D4D—Sample Qualification Test Guide Cover Page Information SPONSOR NAME SPONSOR ADDRESS FAA QUALIFICATION TEST GUIDE (SPECIFIC HELICOPTER MODEL) ( ( for example ) Vertiflite AB-320 ) (FTD Identification Including Manufacturer, Serial Number, Visual System Used) (FTD Level) (Qualification Performance Standard Used) (FTD Location) FAA Initial Evaluation Date: Date: (Sponsor) Date: ER09DE22.126</GPH> VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 PO 00000 Frm 00139 Fmt 4701 Sfmt 4725 E:\FR\FM\09DER2.SGM 09DER2 ER09DE22.125</GPH> lotter on DSK11XQN23PROD with RULES2 FAA 75842 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations Attachment 4 to Appendix D to Part 60— Figure D4E—Sample Statement of Qualification—Certificate Information Federal Aviation Administration Certificate of Qualification This is to certify that representatives of the FAA Completed an evaluation of the Go-Fast Tndnlna Center Vertlfflte AB-320 F t Tndnlng Device FAA Identification Number 889 And found it to meet the standards set forth in 14 CFR Part 68. Appendix D Qudfkatioo Performance Stoclards The Master Qualification Test Guide and the attached Configuration List and List of Qualified Tasks Provide the Qualification Basis for this device to operate at £nelfS Until April 30, 2010 * * * * March 15, 2009 C. Nordlie (date) (for the FAA) * 44. In appendix E to part 60: ■ a. Remove the word ‘‘NSPM’’ and in its place add the words ‘‘responsible Flight Standards office’’ in paragraphs ■ VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 a., b., d.(2), d.(3), e., f., g., h., h.(4), i.(1), j.(2)(b), and j.(4)(d). ■ b. Remove the word ‘‘NSPM’’ in paragraphs h.(1) and (2). ■ c. Remove paragraph i.(4). ■ d. Revise table E1. The revision reads as follows: PO 00000 Frm 00140 Fmt 4701 Sfmt 4700 Appendix E to Part 60 Qualification Performance Standards for Quality Management Systems for Flight Simulation Training Devices * E:\FR\FM\09DER2.SGM * * 09DER2 * * ER09DE22.130</GPH> lotter on DSK11XQN23PROD with RULES2 Unless sooner rescinded or extended by the FAA Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 75843 TABLE E1—FSTD QUALITY MANAGEMENT SYSTEM QPS Requirement E1.1. ..................... A QMS manual that prescribes the policies, processes, or procedures outlined in this table. A policy, process, or procedure specifying how the sponsor will identify deficiencies in the QMS. A policy, process, or procedure specifying how the sponsor will document how the QMS program will be changed to address deficiencies. A policy, process, or procedure specifying how the sponsor will address proposed program changes (for programs that do not meet the minimum requirements as notified by the responsible Flight Standards office) to the responsible Flight Standards office and receive approval prior to their implementation. A policy, process, or procedure specifying how the sponsor will document that at least one FSTD is used within the sponsor’s FAA-approved flight training program for the aircraft or set of aircraft at least once within the 12-month period following the initial or upgrade evaluation conducted by the responsible Flight Standards office and at least once within each subsequent 12-month period thereafter. A policy, process, or procedure specifying how the sponsor will document that at least one FSTD is used within the sponsor’s FAA-approved flight training program for the aircraft or set of aircraft at least once within the 12-month period following the first continuing qualification evaluation conducted by the responsible Flight Standards office and at least once within each subsequent 12-month period thereafter. A policy, process, or procedure specifying how the sponsor will obtain an annual written statement from a qualified pilot (who has flown the subject aircraft or set of aircraft during the preceding 12-month period) that the performance and handling qualities of the subject FSTD represents the subject aircraft or set of aircraft (within the normal operating envelope). Required only if the subject FSTD is not used in the sponsor’s FAA-approved flight training program for the aircraft or set of aircraft at least once within the preceding 12-month period. A policy, process, or procedure specifying how independent feedback (from persons recently completing training, evaluation, or obtaining flight experience; instructors and check airmen using the FSTD for training, evaluation or flight experience sessions; and FSTD technicians and maintenance personnel) will be received and addressed by the sponsor regarding the FSTD and its operation. A policy, process, or procedure specifying how and where the FSTD SOQ will be posted, or accessed by an appropriate terminal or display, in or adjacent to the FSTD. A policy, process, or procedure specifying how the sponsor’s management representative (MR) is selected and identified by name to the responsible Flight Standards office. A policy, process, or procedure specifying the MR authority and responsibility for the following: Monitoring the on-going qualification of assigned FSTDs to ensure all matters regarding FSTD qualification are completed as required by this part. Ensuring that the QMS is properly maintained by overseeing the QMS policies, practices, or procedures and modifying as necessary. Regularly briefing sponsor’s management on the status of the on-going FSTD qualification program and the effectiveness and efficiency of the QMS. Serving as the primary contact point for all matters between the sponsor and the responsible Flight Standards office regarding the qualification of assigned FSTDs. Delegating the MR assigned duties to an individual at each of the sponsor’s locations, as appropriate. A policy, process, or procedure specifying how the sponsor will: ...................................... E1.2. ..................... E1.3. ..................... E1.4. ..................... E1.5. ..................... E1.6. ..................... E1.7. ..................... E1.8. ..................... E1.9. ..................... E1.10. ................... E1.11. ................... E1.11.a. ................ E1.11.b. ................ E1.11.c. ................ E1.11.d. ................ E1.11.e. ................ E1.12. ................... E1.12.a. ................ E1.12.b. ................ E1.12.c. ................ lotter on DSK11XQN23PROD with RULES2 Information (Reference) Entry No. E1.13. ................... VerDate Sep<11>2014 Ensure that the data made available to the responsible Flight Standards office (the validation data package) includes the aircraft manufacturer’s flight test data (or other data approved by the responsible Flight Standards office) and all relevant data developed after the type certificate was issued (e.g., data developed in response to an airworthiness directive) if the data results from a change in performance, handling qualities, functions, or other characteristics of the aircraft that must be considered for flight crewmember training, evaluation, or experience requirements. Notify the responsible Flight Standards office within 10 working days of becoming aware that an addition to or a revision of the flight related data or airplane systems related data is available if this data is used to program or operate a qualified FSTD. Maintain a liaison with the manufacturer of the aircraft being simulated (or with the holder of the aircraft type certificate for the aircraft being simulated if the manufacturer is no longer in business), and if appropriate, with the person who supplied the aircraft data package for the FFS for the purposes of receiving notification of data package changes. A policy, process, or procedure specifying how the sponsor will make available all special equipment and qualified personnel needed to conduct tests during initial, continuing qualification, or special evaluations. 19:49 Dec 08, 2022 Jkt 259001 PO 00000 Frm 00141 Fmt 4701 Sfmt 4700 E:\FR\FM\09DER2.SGM § 60.5(a). § 60.5(b). § 60.5(b). § 60.5(c). § 60. 7(b)(5). § 60.7(b)(6). § 60.5(b)(7) and § 60.7(d)(2). § 60.9(b)(1). § 60.9(b)(2). § 60.9(c) and Appendix E, paragraph(d). § 60.9(c)(2), (3), and (4). § 60.13; QPS Appendices A, B, C, and D. § 60.14. 09DER2 75844 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations TABLE E1—FSTD QUALITY MANAGEMENT SYSTEM—Continued QPS Requirement E1.14. ................... A policy, process, or procedure specifying how the sponsor will submit to the responsible Flight Standards office a request to evaluate the FSTD for initial qualification at a specific level and simultaneously request the TPAA forward a concurring letter to the responsible Flight Standards office; including how the MR will use qualified personnel to confirm the following:. That the performance and handling qualities of the FSTD represent those of the aircraft or set of aircraft within the normal operating envelope. The FSTD systems and sub-systems (including the simulated aircraft systems) functionally represent those in the aircraft or set of aircraft. The flight deck represents the configuration of the specific type or aircraft make, model, and series aircraft being simulated, as appropriate. A policy, process, or procedure specifying how the subjective and objective tests are completed at the sponsor’s training facility for an initial evaluation. A policy, process, or procedure specifying how the sponsor will update the QTG with the results of the FAA-witnessed tests and demonstrations together with the results of the objective tests and demonstrations after the responsible Flight Standards office completes the evaluation for initial qualification. A policy, process, or procedure specifying how the sponsor will make the MQTG available to the responsible Flight Standards office upon request. A policy, process, or procedure specifying how the sponsor will apply to the responsible Flight Standards office for additional qualification(s) to the SOQ. E1.14.a. ................ E1.14.b. ................ E1.14.c. ................ E1.15. ................... E1.16. ................... E1.17. ................... E1.18. ................... E1.19. ................... E1.20. ................... E1.21. ................... E1.22. ................... E1.23. ................... E1.23.a. ................ E1.23.b. ................ E1.24. ................... E1.25. ................... E1.26. ................... E1.27. ................... E1.28. ................... E1.29. ................... E1.29.a. ................ lotter on DSK11XQN23PROD with RULES2 Information (Reference) Entry No. E1.29.b. ................ E1.29.c. ................ E1.30 .................... VerDate Sep<11>2014 A policy, process, or procedure specifying how the sponsor completes all required Attachment 2 objective tests each year in a minimum of four evenly spaced inspections as specified in the appropriate QPS. A policy, process, or procedure specifying how the sponsor completes and records a functional preflight check of the FSTD within the preceding 24 hours of FSTD use, including a description of the functional preflight. A policy, process, or procedure specifying how the sponsor schedules continuing qualification evaluations with the responsible Flight Standards office. A policy, process, or procedure specifying how the sponsor ensures that the FSTD has received a continuing qualification evaluation at the interval described in the MQTG. A policy, process, or procedure describing how discrepancies are recorded in the FSTD discrepancy log, including. A description of how the discrepancies are entered and maintained in the log until corrected. A description of the corrective action taken for each discrepancy, the identity of the individual taking the action, and the date that action is taken. A policy, process, or procedure specifying how the discrepancy log is kept in a form and manner acceptable to the Administrator and kept in or adjacent to the FSTD. (An electronic log that may be accessed by an appropriate terminal or display in or adjacent to the FSTD is satisfactory.). A policy, process, or procedure that requires each instructor, check airman, or representative of the Administrator conducting training, evaluation, or flight experience, and each person conducting the preflight inspection, who discovers a discrepancy, including any missing, malfunctioning, or inoperative components in the FSTD, to write or cause to be written a description of that discrepancy into the discrepancy log at the end of the FSTD preflight or FSTD use session. A policy, process, or procedure specifying how the sponsor will apply for initial qualification based on the final aircraft data package approved by the aircraft manufacturer if operating an FSTD based on an interim qualification. A policy, process, or procedure specifying how the sponsor determines whether an FSTD change qualifies as a modification as defined in § 60.23. A policy, process, or procedure specifying how the sponsor will ensure the FSTD is modified in accordance with any FSTD Directive regardless of the original qualification basis. A policy, process, or procedure specifying how the sponsor will notify the responsible Flight Standards office and TPAA of their intent to use a modified FSTD and to ensure that the modified FSTD will not be used prior to:. Twenty-one days since the sponsor notified the responsible Flight Standards office and the TPAA of the proposed modification and the sponsor has not received any response from either the responsible Flight Standards office or the TPAA; or. Twenty-one days since the sponsor notified the responsible Flight Standards office and the TPAA of the proposed modification and one has approved the proposed modification and the other has not responded; or. The FSTD successfully completing any evaluation the responsible Flight Standards office may require in accordance with the standards for an evaluation for initial qualification or any part thereof before the modified FSTD is placed in service. A policy, process, or procedure specifying how, after an FSTD modification is approved by the responsible Flight Standards office, the sponsor will: 19:49 Dec 08, 2022 Jkt 259001 PO 00000 Frm 00142 Fmt 4701 Sfmt 4700 E:\FR\FM\09DER2.SGM § 60.15(a)–(d); § 60.15(b)(i); § 60.15(b)(iii). § 60.15(b); § 60.15(b)(ii); § 60.15(e). § 60.15(h). § 60.15(i). § 60.16(a); § 60.16(a)(1)(i); and § 60.16(a)(1)(ii). § 60.19(a)(1) QPS Appendices A, B, C, or D. § 60.19(a)(2) QPS Appendices A, B, C, or D. § 60.19(b)(2). § 60.19(b)(5)–(6). § 60.19(c); § 60.19(c)(2)(i); § 60.19(c)(2)(ii). § 60.19(c)(2)(iii). § 60.20. § 60.21(c). § 60.23(a)(1)–(2). § 60.23(b). § 60.23(c)(1)(i),(ii), and (iv). § 60.23(d)–(e). 09DER2 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations 75845 TABLE E1—FSTD QUALITY MANAGEMENT SYSTEM—Continued Information (Reference) Entry No. QPS Requirement E1.30.a. ................ Post an addendum to the SOQ until as the responsible Flight Standards office issues a permanent, updated SOQ. Update the MQTG with current objective test results and appropriate objective data for each affected objective test or other MQTG section affected by the modification. File in the MQTG the requirement from the responsible Flight Standards office to make the modification and the record of the modification completion. A policy, process, or procedure specifying how the sponsor will track the length of time a component has been missing, malfunctioning, or inoperative (MMI), including:. E1.30.b. ................ E1.30.c. ................ E1.31. ................... E1.31.a. ................ E1.31.b. ................ E1.32. ................... E1.33. ................... E1.33.a. ................ E1.33.b. ................ E1.33.c. ................ E1.33.d. ................ E1.33.e. ................ E1.33.f. ................. E1.33.g. ................ E1.33.g.1. ............. E1.33.g.2. ............. E1.33.g.3. ............. E1.33.g.4. ............. How the sponsor will post a list of MMI components in or adjacent to the FSTD ............. How the sponsor will notify the responsible Flight Standards office if the MMI has not been repaired or replaced within 30 days.*. A policy, process, or procedure specifying how the sponsor will notify the responsible Flight Standards office and how the sponsor will seek requalification of the FSTD if the FSTD is moved and reinstalled in a different location. A policy, process, or procedure specifying how the sponsor will maintain control of the following: (The sponsor must specify how these records are maintained in plain language form or in coded form; but if the coded form is used, the sponsor must specify how the preservation and retrieval of information will be conducted.). The MQTG and each amendment ...................................................................................... A record of all FSTD modifications required by this part since the issuance of the original SOQ. Results of the qualification evaluations (initial and each upgrade) since the issuance of the original SOQ. Results of the objective tests conducted in accordance with this part for a period of 2 years. Results of the previous three continuing qualification evaluations, or the continuing qualification evaluations from the previous 2 years, whichever covers a longer period.. Comments obtained in accordance with § 60.9(b); ............................................................. A record of all discrepancies entered in the discrepancy log over the previous 2 years, including the following: A list of the components or equipment that were or are missing, malfunctioning, or inoperative. The action taken to correct the discrepancy ....................................................................... The date the corrective action was taken ........................................................................... The identity of the person determining that the discrepancy has been corrected. ............ § 60.25(b)–(c), and QPS Appendices A, B, C, or D. § 60.27(a)(3). § 60.31. * Note: If the sponsor has an approved discrepancy prioritization system, this item is satisfied by describing how discrepancies are prioritized, what actions are taken, and how the sponsor will notify the responsible Flight Standards office if the MMI has not been repaired or replaced within the specified timeframe. 2307 Pub. L. 114–190, 130 Stat. 615 (49 U.S.C. 44703 note). Appendix F to Part 60—[Amended] 45. In appendix F to part 60: a. In section 2, remove the word ‘‘NSPM’’ and in its place add the words ‘‘responsible Flight Standards office’’ and remove the phrase ‘‘National Simulator Program Manager (NSPM)— the FAA manager responsible for the overall administration and direction of the National Simulator Program (NSP), or a person approved by that FAA manager.’’; and ■ b. In section 3, remove the phrase ‘‘NSPM National Simulator Program Manager’’. ■ § 61.58 [Amended] lotter on DSK11XQN23PROD with RULES2 ■ PART 61—CERTIFICATION: PILOTS, FLIGHT INSTRUCTORS, AND GROUND INSTRUCTORS Jkt 259001 [Amended] [Amended] 51. Amend § 67.409 in paragraph (a) by removing the phrase ‘‘and in duplicate’’ and by removing the numbers ‘‘26080’’ and adding in their place the numbers ‘‘25082’’. ■ PART 73—SPECIAL USE AIRSPACE 48. Amend § 61.313 in paragraph (h)(1) by removing the word ‘‘light’’ and adding in its place the word ‘‘flight’’. ■ PART 67—MEDICAL STANDARDS AND CERTIFICATION Authority: 49 U.S.C. 106(f), 106(g), 40103, 40113, 40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959–1963 Comp., p. 389. ■ 49. The authority citation for part 67 continues to read as follows: ■ Authority: 49 U.S.C. 106(g), 40113, 44701– 44703, 44707, 44709–44711, 45102–45103, 45301–45303. [Amended] 50. Amend § 67.4 in paragraph (b) by removing the numbers ‘‘26200’’ and adding in their place the numbers ‘‘25082’’. ■ Authority: 49 U.S.C. 106(f), 106(g), 40113, 44701–44703, 44707, 44709–44711, 44729, 44903, 45102–45103, 45301–45302; Sec. 19:49 Dec 08, 2022 § 61.313 § 67.4 46. The authority citation for part 61 continues to read as follows: ■ VerDate Sep<11>2014 47. Amend § 61.58 by removing paragraphs (j) and (k). ■ § 67.409 PO 00000 Frm 00143 Fmt 4701 Sfmt 4700 52. The authority citation for part 73 continues to read as follows: 53. Amend § 73.19 by revising paragraphs (a), (b) introductory text, and (c) to read as follows: ■ § 73.19 Reports by using agency. (a) Each using agency must prepare a report on the use of each restricted area assigned thereto during any part of the preceding 12-month period ended September 30, and transmit it by the following January 31 of each year to the Manager, Operations Support Group in E:\FR\FM\09DER2.SGM 09DER2 75846 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations the ATO Service Center office of the Federal Aviation Administration having jurisdiction over the area in which the restricted area is located, with a copy to the Manager, Airspace Policy Group, Federal Aviation Administration, 800 Independence Avenue SW, Washington, DC 20591. (b) In the report under this section the using agency must: * * * * * (c) If it is determined that the information submitted under paragraph (b) of this section is not sufficient to evaluate the nature and extent of the use of a restricted area, the FAA may request the using agency to submit supplementary reports. Within 60 days after receiving a request for additional information, the using agency must submit such information as the FAA Service Center Operations Support Group Manager considers appropriate. Supplementary reports must be sent to the FAA officials designated in paragraph (a) of this section. PART 91—GENERAL OPERATING AND FLIGHT RULES 54. The authority citation for part 91 continues to read as follows: ■ Authority: 49 U.S.C. 106(f), 106(g), 40101, 40103, 40105, 40113, 40120, 44101, 44111, 44701, 44704, 44709, 44711, 44712, 44715, 44716, 44717, 44722, 46306, 46315, 46316, 46504, 46506–46507, 47122, 47508, 47528– 47531, 47534, Pub. L. 114–190, 130 Stat. 615 (49 U.S.C. 44703 note); articles 12 and 29 of the Convention on International Civil Aviation (61 Stat. 1180), (126 Stat. 11). § 91.9 [Amended] 55. Amend § 91.9 in paragraph (c) by removing the phrase ‘‘part 45’’ and adding in its place the phrase ‘‘part 45 or 48’’. ■ § 91.157 [Amended] [Amended] 59. Amend § 91.609 in paragraph (g) by adding the words ‘‘49 CFR’’ before both instances of the words ‘‘part 830’’. ■ § 91.1001 [Amended] 60. Amend § 91.1001 in paragraph (b)(9) by removing ‘‘(b)(1)(v)’’ and adding in its place ‘‘(b)(5)(vi)’’. ■ PART 97—STANDARD INSTRUMENT PROCEDURES 61. The authority citation for part 97 continues to read as follows: ■ Authority: 49 U.S.C. 106(f), 106(g), 40103, 40106, 40113, 40114, 40120, 44502, 44514, 44701, 44719, and 44721–44722. § 97.20 [Amended] 62. Amend § 97.20 in paragraph (b) by: ■ a. Removing the phrase ‘‘FAA’s Rules Docket (AGC–200) and at the National Flight Data Center, 800 Independence Avenue SW., Washington, DC 20590’’ and adding in its place the phrase ‘‘U.S. Department of Transportation, Docket Operations, 1200 New Jersey Avenue SE, West Building Ground Floor, Room W12–140, Washington, DC 20590, and at Aeronautical Information Services, 1305 East-West Highway, Silver Spring, MD 20910’’; and ■ b. Removing the phrase ‘‘call 202– 741–6030’’ and adding in its place the words phrase ‘‘email: fedreg.legal@ nara.gov’’. ■ 63. The authority citation for part 101 continues to read as follows: ■ Authority: 49 U.S.C. 106(f), 106(g), 40101 note, 40103, 40113–40114, 45302, 44502, 44514, 44701–44702, 44721, 46308. [Amended] 64. Amend § 101.21 in paragraph (a) by removing citation ‘‘§ 101.25(b)(7)(ii)’’ and adding in its place citation ‘‘§ 101.25(g)(2)’’. ■ PART 107—SMALL UNMANNED AIRCRAFT SYSTEMS [Amended] 57. Amend § 91.203 in paragraph (a)(1) by removing the phrase ‘‘part 47’’ and adding in its place the phrase ‘‘part 47 or 48’’. lotter on DSK11XQN23PROD with RULES2 ■ § 91.511 [Amended] 65. The authority citation for part 107 continues to read as follows: ■ Authority: 49 U.S.C. 106(f), 40101 note, 40103(b), 44701(a)(5), 44807. 66. Revise the heading for § 107.9 to read as follows: ■ 58. Amend § 91.511 in paragraph (a) introductory text by adding the words ‘‘operating under this subpart’’ after the word ‘‘person’’ in the first sentence. ■ VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 PART 121—OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS 67. The authority citation for part 121 continues to read as follows: ■ Authority: 49 U.S.C. 106(f), 106(g), 40103, 40113, 40119, 41706, 42301 preceding note added by Pub. L. 112–95, sec. 412, 126 Stat. 89, 44101, 44701–44702, 44705, 44709– 44711, 44713, 44716–44717, 44722, 44729, 44732; 46105; Pub. L. 111–216, 124 Stat. 2348 (49 U.S.C. 44701 note); Pub. L. 112–95 126 Stat 62 (49 U.S.C. 44732 note). § 121.310 § 107.9 * PO 00000 * Safety event reporting. * Frm 00144 * Fmt 4701 * Sfmt 4700 [Amended] 68. Amend § 121.310 in paragraph (b)(2)(iii) by removing the words ‘‘turbopropeller powered’’ and adding in their place the words ‘‘turbopropeller-powered’’. ■ § 121.311 Seats, safety belts, and shoulder harnesses. [Amended] 69. Amend § 121.311 in paragraph (b)(2)(ii)(C) introductory text by removing the citation ‘‘(B)(2)(ii)(A)’’ and adding in its place the citation ‘‘(b)(2)(ii)(A)’’. ■ § 121.359 [Amended] 70. Amend § 121.359 in paragraph (h) by adding the phrase ‘‘49 CFR’’ before both instances of the phrase ‘‘part 830’’. ■ § 121.391 [Amended] 71. Amend § 121.391 in paragraph (d) by removing the word ‘‘exists’’ and adding in its place the word ‘‘exits’’. ■ § 121.523 PART 101—MOORED BALLOONS, KITES, AMATEUR ROCKETS, UNMANNED FREE BALLOONS § 101.21 56. Amend § 91.157 in paragraph (b)(4) introductory text by adding the word ‘‘less’’ after the phrase ‘‘6 degrees or’’ and by removing the word ‘‘more’’ before the phrase ‘‘below the horizon’’. ■ § 91.203 § 91.609 [Amended] 72. Amend § 121.523 in paragraph (c) by removing the second instance of the word ‘‘duty’’ in the third sentence and adding in its place the word ‘‘during’’. ■ § 121.703 [Amended] 73. Amend § 121.703 in paragraph (f) by removing the citation ‘‘14 CFR part 830’’ and adding in its place the citation ‘‘49 CFR part 830’’. ■ § 121.909 [Amended] 74. Amend § 121.909 in paragraph (a) by removing the phrase ‘‘made, through the FAA office responsible for approval of the certificate holder’s operations specifications, to the Manager of the Air Transportation Division’’ and adding in its place the phrase ‘‘made to the responsible Flight Standards office’’. ■ § 121.923 [Amended] 75. Amend § 121.923 in paragraph (a)(2) by removing the phrase ‘‘made, through the FAA office directly responsible for oversight of the training provider, to the Manager of the Air Transportation Division’’ and adding in ■ E:\FR\FM\09DER2.SGM 09DER2 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations its place the phrase ‘‘made to the responsible Flight Standards office’’. 76. Amend § 121.1115 by revising table 2 to read as follows: ■ § 121.1115 Limit of validity. * * * * 75847 * TABLE 2—AIRPLANES EXCLUDED FROM § 26.21 Default LOV [flight cycles (FC) or flight hours (FH)] Airplane model Airbus: Caravelle ................................................................................................................................................................................. Avions Marcel Dassault: Breguet Aviation Mercure 100C ............................................................................................................................................. 15,000 FC/24,000 FH 20,000 FC/16,000 FH Boeing: Boeing 707 (–100 Series and –200 Series) ........................................................................................................................... Boeing 707 (–300 Series and –400 Series) ........................................................................................................................... Boeing 720 ............................................................................................................................................................................. Bombardier: CL–44D4 and CL–44J ............................................................................................................................................................ BD–700 ................................................................................................................................................................................... Bristol Aeroplane Company: Britannia 305 .......................................................................................................................................................................... British Aerospace Airbus, Ltd.: BAC 1–11 (all models) ........................................................................................................................................................... British Aerospace (Commercial Aircraft) Ltd.: Armstrong Whitworth Argosy A.W. 650 Series 101 ............................................................................................................... BAE Systems (Operations) Ltd.: BAe 146–100A (all models) ................................................................................................................................................... BAe 146–200–07 .................................................................................................................................................................... BAe 146–200–07 Dev ............................................................................................................................................................ BAe 146–200–11 .................................................................................................................................................................... BAe 146–200–07A ................................................................................................................................................................. BAe 146–200–11 Dev ............................................................................................................................................................ BAe 146–300 (all models) ...................................................................................................................................................... Avro 146–RJ70A (all models) ................................................................................................................................................ Avro 146–RJ85A and 146–RJ100A (all models) ................................................................................................................... D & R Nevada, LLC: Convair Model 22 ................................................................................................................................................................... 20,000 FC 20,000 FC 30,000 FC 20,000 FC 15,000 FC 10,000 FC 85,000 FC 20,000 FC 50,000 50,000 50,000 50,000 47,000 43,000 40,000 40,000 50,000 1,000 FC/1,000 FH 1,000 FC/1,000 FH Convair Model 23M ................................................................................................................................................................ deHavilland Aircraft Company, Ltd.: D.H. 106 Comet 4C ................................................................................................................................................................ Gulfstream: GV ........................................................................................................................................................................................... GV–SP .................................................................................................................................................................................... Ilyushin Aviation Complex: IL–96T ..................................................................................................................................................................................... 8,000 FH 40,000 FH 40,000 FH 10,000 FC/30,000 FH Lockhead: 300–50A01(USAF C 141A) .................................................................................................................................................... * * * * § 125.285 * lotter on DSK11XQN23PROD with RULES2 PART 125— CERTIFICATION AND OPERATIONS: AIRPLANES HAVING A SEATING CAPACITY OF 20 OR MORE PASSENGERS OR A MAXIMUM PAYLOAD CAPACITY OF 6,000 POUNDS OR MORE; AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT [Amended] 78. Amend § 125.285 in paragraph (d) by removing the citation ‘‘(c)(3)’’ and adding in its place the citation ‘‘(c)(2)’’. ■ PART 129—OPERATIONS: FOREIGN AIR CARRIERS AND FOREIGN OPERATORS OF U.S.-REGISTERED AIRCRAFT ENGAGED IN COMMON CARRIAGE 77. The authority citation for part 125 continues to read as follows: ■ Authority: 49 U.S.C. 106(f), 106(g), 40113, 44701–44702, 44705, 44710–44711, 44713, 44716–44717, 44722. Authority: 49 U.S.C. 1372, 40113, 40119, 44101, 44701–44702, 44705, 44709–44711, ■ VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 79. The authority citation for part 129 continues to read as follows: PO 00000 Frm 00145 Fmt 4701 Sfmt 4700 FC FC FC FC FC FC FC FC FC 20,000 FC 44713, 44716–44717, 44722, 44901–44904, 44906, 44912, 46105, Pub. L. 107–71 sec. 104. § 129.18 [Amended] 80. Amend § 129.18 in paragraph (b) introductory text by removing the word ‘‘or’’ and adding in its place the word ‘‘of’’. ■ 81. Amend § 129.115 by revising table 2 to read as follows: ■ § 129.115 * E:\FR\FM\09DER2.SGM * Limit of validity. * 09DER2 * * 75848 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations TABLE 2—AIRPLANES EXCLUDED FROM § 26.21 Default LOV [flight cycles (FC) or flight hours (FH)] Airplane model Airbus: Caravelle ............................................................................................................................................................. Avions Marcel Dassault: Breguet Aviation Mercure 100C ......................................................................................................................... Boeing: Boeing 707 (–100 Series and –200 Series) ....................................................................................................... Boeing 707 (–300 Series and –400 Series) ....................................................................................................... Boeing 720 ......................................................................................................................................................... Bombardier: CL–44D4 and CL–44J ........................................................................................................................................ BD–700 ............................................................................................................................................................... Bristol Aeroplane Company: Britannia 305 ...................................................................................................................................................... British Aerospace Airbus, Ltd.: BAC 1–11 (all models) ....................................................................................................................................... British Aerospace (Commercial Aircraft) Ltd.: Armstrong Whitworth Argosy A.W. 650 Series 101 ........................................................................................... BAE Systems (Operations) Ltd.: BAe 146–100A (all models) ............................................................................................................................... BAe 146–200–07 ................................................................................................................................................ BAe 146–200–07 Dev ........................................................................................................................................ BAe 146–200–11 ................................................................................................................................................ BAe 146–200–07A ............................................................................................................................................. BAe 146–200–11 Dev ........................................................................................................................................ BAe 146–300 (all models) .................................................................................................................................. Avro 146–RJ70A (all models) ............................................................................................................................ Avro 146–RJ85A and 146–RJ100A (all models) ............................................................................................... D & R Nevada, LLC: Convair Model 22 ............................................................................................................................................... Convair Model 23M ............................................................................................................................................ deHavilland Aircraft Company, Ltd.: D.H. 106 Comet 4C ............................................................................................................................................ Gulfstream: GV ....................................................................................................................................................................... GV–SP ................................................................................................................................................................ Ilyushin Aviation Complex: IL–96T ................................................................................................................................................................. Lockheed: 300–50A01 (USAF C 141A) ............................................................................................................................... * * * * Authority: 49 U.S.C. 106(f), 106(g), 40113, 44701–44703, 44707, 44709, 44711, 45102– 45103, 45301–45302. * PART 135—OPERATING REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT 85. Amend appendix I to part 141 by revising paragraph 4.(a)(3)(ii) and adding paragraphs 4.(i)(2)(i) and (ii) to read as follows: ■ 82. The authority citation for part 135 continues to read as follows: ■ Authority: 49 U.S.C. 106(f), 106(g), 40113, 41706, 44701–44702, 44705, 44709, 44711– 44713, 44715–44717, 44722, 44730, 45101– 45105; Public Law 112–95, 126 Stat. 58 (49 U.S.C. 44730). § 135.415 [Amended] 83. Amend § 135.415 in paragraph (f) by adding the words ‘‘49 CFR’’ before the words ‘‘part 830’’. lotter on DSK11XQN23PROD with RULES2 ■ PART 141—PILOT SCHOOLS 84. The authority citation for part 141 continues to read as follows: ■ VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 Appendix I to Part 141—Additional Aircraft Category and/or Class Rating Course * * * * * 4. Flight Training (a) * * * (3) * * * (ii) Ten hours of training in a complex airplane, a turbine-powered airplane, or a technically advanced airplane that meets the requirements of § 61.129(j), or any combination thereof. The airplane must be appropriate to land or sea for the rating sought; * * * * * (i) * * * (2) * * * (i) Five training flights in a glider with a certificated flight instructor on the launch/ tow procedures approved for the course and PO 00000 Frm 00146 Fmt 4701 Sfmt 4700 15,000 FC/24,000 FH 20,000 FC/16,000 FH 20,000 FC 20,000 FC 30,000 FC 20,000 FC 15,000 FC 10,000 FC 85,000 FC 20,000 FC 50,000 50,000 50,000 50,000 47,000 43,000 40,000 40,000 50,000 FC FC FC FC FC FC FC FC FC 1,000 FC/1,000 FH 1,000 FC/1,000 FH 8,000 FH 40,000 FH 40,000 FH 10,000 FC/30,000 FH 20,000 FC on the appropriate approved areas of operation listed in appendix D of part 141, paragraph 4.(d)(6); and (ii) Three training flights in a glider with a certificated flight instructor in preparation for the practical test within 2 calendar months preceding the date of the test. * * * * * PART 183—REPRESENTATIVES OF THE ADMINISTRATOR 86. The authority citation for part 183 continues to read as follows: ■ Authority: 31 U.S.C. 9701; 49 U.S.C. 106(f), 106(g), 40113, 44702, 45303. § 183.11 [Amended] 87. Amend § 183.11 in paragraph (d) by: ■ a. Removing the words ‘‘Associate Administrator for Air Traffic’’ and adding in their place the words ‘‘Associate Administrator for Aviation Safety’’; and ■ E:\FR\FM\09DER2.SGM 09DER2 Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / Rules and Regulations temporary control tower operator certificates to qualified applicants. * * * * * b. Adding the word ‘‘Designated’’ before the phrase ‘‘Air Traffic Control Tower Operator Examiners’’. ■ 88. Amend § 183.25 by revising paragraph (c) to read as follows: ■ § 183.25 PART 440—FINANCIAL RESPONSIBILITY Technical personnel examiners. * * * * (c) A designated air traffic control tower operator examiner may— (1) Accept applications for, and conduct, written and practical tests necessary for issuing control tower operator certificates under part 65 of this chapter; and (2) In the discretion of the Associate Administrator for Aviation Safety issue lotter on DSK11XQN23PROD with RULES2 * VerDate Sep<11>2014 18:43 Dec 08, 2022 Jkt 259001 89. The authority citation for part 440 continues to read as follows: ■ Authority: 51 U.S.C. 50901–50923. 90. Amend § 440.19 by adding paragraphs (a)(1) and (2) to read as follows: ■ § 440.19 United States payment of excess third-party liability claims. (1) Exceeds the amount of insurance required under § 440.9(b); and (2) Is not more than $1,500,000,000 (as adjusted for inflation occurring after January 1, 1989) above that amount. * * * * * Issued under authority provided by 49 U.S.C. 106(f), 44701(a), and 44703 in Washington, DC, on October 21, 2022. Brandon Roberts, Executive Director, Office of Rulemaking. [FR Doc. 2022–23327 Filed 12–8–22; 8:45 am] BILLING CODE 4910–13–P (a) * * * PO 00000 Frm 00147 Fmt 4701 Sfmt 9990 75849 E:\FR\FM\09DER2.SGM 09DER2

Agencies

[Federal Register Volume 87, Number 236 (Friday, December 9, 2022)]
[Rules and Regulations]
[Pages 75704-75849]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-23327]



[[Page 75703]]

Vol. 87

Friday,

No. 236

December 9, 2022

Part II





Department of Transportation





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 Federal Aviation Administration





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14 CFR Parts 21, 23, 25, et al.





Miscellaneous Amendments; Final Rule

Federal Register / Vol. 87, No. 236 / Friday, December 9, 2022 / 
Rules and Regulations

[[Page 75704]]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Parts 21, 23, 25, 29, 33, 36, 47, 49, 60, 61, 67, 73, 91, 
97, 101, 107, 121, 125, 129, 135, 141, 183, and 440

[Docket No. FAA-2022-1355; Amdt. Nos. 21-106, 23-65, 25-146, 29-58, 33-
1, 36-32, 47-32, 49-11, 60-7, 61-151, 67-22, 73-1, 91-366, 97-1339, 
101-9, 107-10, 121-387, 125-72, 129-54, 135-143, 141-24, 183-18, 440-6]
RIN 2120-AL53


Miscellaneous Amendments

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule; technical amendments.

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SUMMARY: This technical amendment contains non-substantive corrections 
to address typographical errors, editorial errors, and outdated or 
incorrect references in various parts of FAA regulations.

DATES: Effective December 9, 2022.

FOR FURTHER INFORMATION CONTACT: For questions concerning this action, 
contact Jesse Holston, Office of Rulemaking, ARM-200, Federal Aviation 
Administration, 800 Independence Ave. SW, Washington, DC 20591; 
telephone (202) 267-0810; email [email protected].

SUPPLEMENTARY INFORMATION: 

I. Good Cause for Immediate Adoption Without Prior Notice

    Section 553(b)(3)(B) of the Administrative Procedure Act (APA) (5 
U.S.C. 551 et seq.) authorizes agencies to dispense with notice and 
comment procedures for rules when the agency for ``good cause'' finds 
that those procedures are ``impracticable, unnecessary, or contrary to 
the public interest.'' Under this section, an agency, upon finding good 
cause, may issue a final rule without seeking comment prior to the 
rulemaking.
    Additionally, the APA requires agencies to delay the effective date 
of regulations for 30 days after publication, unless the agency finds 
good cause to make the regulations effective sooner. See, 5 U.S.C. 
553(d). This action makes technical amendments that affect the clarity 
of existing regulations. These amendments will not impose any 
additional substantive restrictions or requirements on the persons 
affected by these regulations. Because this action merely makes 
technical amendments, the FAA finds that notice and public comment 
under 5 U.S.C. 553(b) is unnecessary. For the same reason, the FAA 
finds that good cause exists under 5 U.S.C. 553(d) for making this rule 
effective in less than 30 days.

II. Authority for This Rulemaking

    The FAA's authority to issue rules is found in title 49 of the 
United States Code. Subtitle I, section 106 describes the authority of 
the FAA Administrator. This rulemaking is promulgated under the 
authority described in 49 U.S.C. 106(f) and (g), which establish the 
authority of the Administrator to promulgate and revise regulations and 
rules related to aviation safety. This regulation is within the scope 
of that authority because the rule makes non-substantive edits to 
regulations related to aviation safety promulgated under authorities 
listed in 49 U.S.C. 106(g).
    Portions of this rulemaking are also authorized under 51 U.S.C. 
50903(c), which authorizes the promulgation of regulations related to 
commercial space launches and reentries.

III. Technical Amendments

    The FAA is making technical amendments to parts 21, 23, 25, 29, 33, 
36, 47, 49, 60, 61, 67, 73, 91, 97, 101, 107, 121, 125, 129, 135, 141, 
183, and 440 of those regulations found in Title 14 of the Code of 
Federal Regulations. All amendments are non-substantive and correct 
typographical errors, editorial errors, and outdated or incorrect 
references. The following is a summary of the various amendments to 
each of the above-listed parts.

Part 21

    In Sec.  21.619(a), permits the manufacturer of an article under a 
Technical Standard Order (TSO) authorization to make a minor design 
change without FAA approval, so long as the manufacturer forwards to 
the FAA any revised data necessary for compliance with the application 
requirements in Sec.  21.603. However, the reference to Sec.  21.603(b) 
is incorrect, as that section addresses the use of open brackets to 
identify minor changes. The correct reference is to Sec.  21.603(a), 
which contains the requirements to include a statement of conformity 
and required technical data in an application for TSO authorization.

Part 23

    In the following sections, the FAA corrects minor typographical and 
grammatical errors: Sec. Sec.  23.2115(c), 23.2165(a)(1)(i), 
23.2200(d), 23.2315(a), 23.2440(c)(2), 23.2520(a), and 23.2620(b).
    In Sec.  23.2120(a), the word ``configuration'' is removed and 
replaced with the word ``configuration(s)'' to clarify that there could 
be multiple initial climb configurations.
    In Sec.  23.2255(c), the word ``aircraft'' is removed and replaced 
with the word ``airplane'' for consistency with this section and part 
23, which sets forth airworthiness standards for normal category 
airplanes.
    In Sec.  23.2400(b), the word ``FAA'' is removed and replaced with 
the word ``Administrator'' to align with 49 U.S.C. 44704, which 
identifies that the Administrator issues type certificates. In Sec.  
23.2500(b), the change clarifies that the reference to paragraph (a) 
refers to paragraph (a) of Sec.  23.2500. Additional updates are made 
to punctuation for clarity.
    In Sec.  23.2600(b), the term ``qualified flightcrew'' is removed 
and replaced with ``flightcrew members'' to clarify that the term 
``qualified flightcrew'' was not intended to have a different meaning 
than the term ``flightcrew member'' as defined in 14 CFR part 1.\1\
---------------------------------------------------------------------------

    \1\ See 81 FR 96572 (Dec. 30, 2016).
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Part 25

    In Sec.  25.471(b)(2), the reference to paragraph (c)(1) of Sec.  
25.1583 is no longer accurate because Sec.  25.1583 was subsequently 
revised, and the paragraph numbering changed.\2\ Thus, Sec.  
25.471(b)(2) is corrected to refer to Sec.  25.1583(c)(2).
---------------------------------------------------------------------------

    \2\ See 43 FR 4302 (Jan. 16, 1978).
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    In Sec.  25.525(b), the reference to ``Sec.  25.533(b)'' is 
incorrect and is replaced with a reference to ``25.533(c)''. Section 
25.533(b) provides local pressures rather than distributed pressures, 
which are the proper pressures to calculate distributed loads as 
described in Sec.  25.525(b). The distributed pressures are provided in 
Sec.  25.533(c).
    In Sec.  25.535(d), the number ``3.25'' is incorrect and is 
replaced with the number ``0.25'' as originally stated in the final 
rule.\3\
---------------------------------------------------------------------------

    \3\ See 29 FR 18289 (Dec. 24, 1964).
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    In Sec.  25.571, the FAA corrects a minor typographical error.
    In Sec.  25.903(a)(3)(ii), the effective date of Sec.  33.68 is 
corrected to read ``March 26, 1984'' because that is the effective date 
of Amendment 33-10.
    In Sec.  25.903(a)(3)(iii), the effective date of Sec.  33.68 is 
corrected to read ``October 31, 1974'' because that is the effective 
date of Amendment 33-6.
    In Sec.  25.1517(b), the term ``VMO--35 KTAS'' is removed and 
replaced with ``VMO minus 35 KTAS'' to clarify that

[[Page 75705]]

the ``-'' symbol was logically intended to be a minus sign and not a 
dash.

Part 29

    In Sec.  29.1557(d), the cross reference to Sec.  29.811(h)(2), 
which does not exist, is replaced with the correct cross reference, 
Sec.  29.811(f)(2).

Part 33

    In Sec.  33.97(a), a comma is added between the words ``endurance'' 
and ``calibration'' to clarify that both endurance tests and 
calibration tests are required to evaluate thrust reversers and are 
separate tests.

Part 36

    In Sec.  36.1(a)(4), a spelling error is corrected.

Part 47

    Section 47.9(b) differentiates aircraft registered prior to January 
1, 1980 and aircraft registered after 1980. As the aircraft 
registration dates for all aircraft currently on the registry are after 
January 1, 1980, this differentiation is no longer necessary. The FAA 
has revised Sec.  47.9(b), (b)(1) and (b)(2) to remove the reference to 
January 1, 1980 and make conforming changes resulting from the removal 
of such reference.
    In Sec.  47.19, the phrase ``must be mailed to the Registry, 
Department of Transportation, Post Office Box 25504, Oklahoma City, 
Oklahoma 73125-0504, or delivered to the Registry at 6425 S. Denning 
Ave., Oklahoma City, Oklahoma 73169,'' is removed and replaced with, 
``must be delivered to the Registry by a means acceptable to the 
Administrator,'' to conform to the Registry's current practice of 
accepting digitally signed documents and communications by email as an 
alternative to delivery of hard copies, as well as submission of 
documents and communications by other means acceptable to the 
Administrator.

Part 49

    In Sec.  49.1(a)(2), the horsepower threshold for aircraft engines 
incorrectly references 750 and is corrected to 550 consistent with 
Sec.  49.41.\4\
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    \4\ See 70 FR 239 (Jan. 3, 2005).
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    Section 49.11 is revised to conform to the Registry's current 
practice of accepting digitally signed documents by email in addition 
to accepting delivery of hard copies or acceptance of delivery by other 
means.
    In Sec.  49.13(a), the phrase ``must be in ink'' is removed and 
replaced with ``must be signed in a manner acceptable to the 
Administrator,'' to conform to the Registry's continued acceptance of 
digital signatures.\5\
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    \5\ Notice of Policy Clarification for Acceptance of Documents 
With Digital Signatures by the Federal Aviation Administration 
Aircraft Registry, 81 FR 23348, (April 20, 2016).
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Part 60

    Part 60 has multiple references to the ``National Simulator Program 
Manager'', ``NSPM'', and ``NSP''. This office and manager position no 
longer exist by those names due to the reorganization of the Air 
Transportation Division. Thus, this technical amendment updates all of 
these references by deleting or replacing them with ``responsible 
Flight Standards office'', ``Flight Standards Service'', or ``FAA'', as 
appropriate. Further, references to outdated websites, references to 
outdated contact information, and incorrect numbering are corrected.
    The following table identifies the nomenclature changes in 14 CFR 
part 60 to account for the reorganization of the Air Transportation 
Division:

  Table 1--Revised Nomenclature and Affected Sections of 14 CFR Part 60
------------------------------------------------------------------------
                                New nomenclature/   Affected sections of
Old nomenclature/current CFR        revision           14 CFR part 60
------------------------------------------------------------------------
National Simulator Program    responsible Flight    Sec.   60.5,
 Manager (NSPM).               Standards office.     Attachment 6 to
                                                     Appendix A to Part
                                                     60.
NSPM........................  responsible Flight    Sec.   60.5, Sec.
                               Standards office.     60.7, Sec.   60.9,
                                                     Sec.   60.11, Sec.
                                                      60.13, Sec.
                                                     60.14, Sec.
                                                     60.15, Sec.
                                                     60.16, Sec.
                                                     60.17, Sec.
                                                     60.19, Sec.
                                                     60.21, Sec.
                                                     60.23, Sec.
                                                     60.25, Sec.
                                                     60.27, Sec.
                                                     60.29, Sec.
                                                     60.31, Sec.
                                                     60.37, Appendix A
                                                     to Part 60,
                                                     Attachment 1 to
                                                     Appendix A to Part
                                                     60, Attachment 2 to
                                                     Appendix A to Part
                                                     60, Attachment 3 to
                                                     Appendix A to Part
                                                     60, Attachment 5 to
                                                     Appendix A to Part
                                                     60, Attachment 6 to
                                                     Appendix A to Part
                                                     60, Appendix B to
                                                     Part 60, Attachment
                                                     1 to Appendix B to
                                                     Part 60, Attachment
                                                     2 to Appendix B to
                                                     Part 60, Appendix C
                                                     to Part 60,
                                                     Attachment 1 to
                                                     Appendix C to Part
                                                     60, Attachment 2 to
                                                     Appendix C to Part
                                                     60, Attachment 3 to
                                                     Appendix C to Part
                                                     60, Appendix D to
                                                     Part 60, Attachment
                                                     1 to Appendix D to
                                                     Part 60, Attachment
                                                     2 to Appendix D to
                                                     Part 60, Attachment
                                                     3 to Appendix D to
                                                     Part 60, Appendix E
                                                     to Part 60,
                                                     Appendix F to Part
                                                     60.
NSPM........................  the responsible       Sec.   60.19,
                               Flight Standards      Attachment 2 to
                               office.               Appendix A to Part
                                                     60, Attachment 2 to
                                                     Appendix C to Part
                                                     60.
an NSPM.....................  a responsible Flight  Sec.   60.19.
                               Standards office.
NSPM........................  Flight Standards      Appendix A to Part
                               Service.              60, Attachment 2 to
                                                     Appendix A to Part
                                                     60, Appendix C to
                                                     Part 60, Appendix D
                                                     to Part 60.
NSPM, or a person assigned    responsible Flight    Appendix A to Part
 by the NSPM.                  Standards office.     60, Appendix C to
                                                     Part 60.
an NSP pilot................  a pilot from the      Appendix A to Part
                               responsible Flight    60, Appendix B to
                               Standards office.     Part 60, Appendix C
                                                     to Part 60,
                                                     Appendix D to Part
                                                     60.

[[Page 75706]]

 
NSPM or visit the NSPM Web    responsible Flight    Appendix A to Part
 site.                         Standards office.     60, Appendix B to
                                                     Part 60, Appendix C
                                                     to Part 60,
                                                     Appendix D to Part
                                                     60.
FAA FSDO....................  responsible Flight    Appendix A to Part
                               Standards office.     60, Appendix B to
                                                     Part 60, Appendix C
                                                     to Part 60,
                                                     Appendix D to Part
                                                     60.
NSPM, or a person or persons  responsible Flight    Appendix B to Part
 assigned by the NSPM.         Standards office.     60, Appendix D to
                                                     Part 60.
NSP.........................  FAA.................  Attachment 2 to
                                                     Appendix B to Part
                                                     60.
------------------------------------------------------------------------

    In addition to the above nomenclature changes, this technical 
amendment makes several other minor technical changes to 14 CFR part 
60.
    In appendices A, B, C, and D to part 60, paragraph 1. Introduction, 
the following changes are made to reflect the reorganization of the Air 
Transportation Division:
     Removed paragraph b.;
     Removed the last sentence of paragraph c.;
     Added ``Flightcrew Member'' after ``as amended,'' in 
appendix A, paragraph d.(12); appendix B, paragraph d.(12); appendix C, 
paragraph d.(10); and appendix D, paragraph d.(12); and
     Removed the phrase ``FAA Airman Testing Standards for the 
Airline Transport Pilot Certificate, Type Ratings, Commercial Pilot 
Certificate, and Instrument Ratings.'' and replaced with ``FAA Airman 
Certification Standards and Practical Test Standards for Airline 
Transport Pilot, Type Ratings, Commercial Pilot, and Instrument 
Ratings.'' in appendix A, paragraph d.(27); appendix B, paragraph 
d.(26); appendix C, paragraph d.(25); and appendix D, paragraph d.(28).
    ``NSP'' is removed from the following places to reflect the 
reorganization of the Air Transportation Division:
     Appendix A;
     Attachment 3 to appendix A;
     Appendix B;
     Attachment 3 to appendix B;
     Appendix C;
     Attachment 3 to appendix C;
     Appendix D; and
     Attachment 3 to appendix D.
    In attachment 3 to appendix A, 2. Discussion, the last sentence of 
paragraph g. is removed to reflect the reorganization of the Air 
Transportation Division.
    In the following Figures, the letter heading addressed to ``Edward 
D. Cook'' is removed because it is outdated contact information that is 
no longer accurate:
     Attachment 4 to appendix A, Figure A4A; and
     Attachment 4 to appendix B, Figure B4A.
    In the following Figures, ``FAA National Simulator Program'' is 
removed to reflect the reorganization of the Air Transportation 
Division:
     Attachment 4 to appendix A, Figure A4C;
     Attachment 4 to appendix B, Figure B4C;
     Attachment 4 to appendix C, Figure C4C; and
     Attachment 4 to appendix D, Figure D4C.
    In the following Figures, ``Manager, National Simulator Program'' 
is removed to reflect the reorganization of the Air Transportation 
Division:
     Attachment 4 to appendix A, Figure A4D;
     Attachment 4 to appendix B, Figure B4D;
     Attachment 4 to appendix C, Figure C4D; and
     Attachment 4 to appendix D, Figure D4D.
    In the following Figures, ``National Simulator Program'' and 
``NSPM'' are removed and replaced with ``FAA'' to reflect the 
reorganization of the Air Transportation Division:
     Attachment 4 to appendix A, Figure A4E;
     Attachment 4 to appendix B, Figure B4E;
     Attachment 4 to appendix C, Figure C4E; and
     Attachment 4 to appendix D, Figure D4E.
    ``NSP's'' is removed from attachment 6 to appendix A to reflect the 
reorganization of the Air Transportation Division.
    ``NSPM'' is removed from the second sentence of appendix B to 
reflect the reorganization of the Air Transportation Division.
    In attachment 3 to appendix C, the last sentence of the first 
paragraph h. is removed to reflect the reorganization of the Air 
Transportation Division. Also, the second paragraph h. is redesignated 
as paragraph i. and paragraph i. is redesignated as paragraph j.
    In the following Figures, the letter heading addressed to ``Charles 
A. Spillner'' is removed because it is outdated contact information 
that is no longer accurate:
     Attachment 4 to appendix C, figure C4A; and
     Attachment 4 to appendix D, figure D4A.
    In appendix D, 17. Modifications to FTDs, an incorrect reference is 
updated.
    In appendix E, paragraph i.(4) is removed and ``NSPM'' is removed 
from paragraphs h.(1) and h.(2) to reflect the reorganization of the 
Air Transportation Division.
    In appendix F, the definition for ``National Simulator Program 
Manager (NSPM)'' is removed and the abbreviation ``NSPM'' is removed to 
reflect the reorganization of the Air Transportation Division.
    In the Flight Simulation Training Device Qualification Standards 
for Extended Envelope and Adverse Weather Event Training Tasks Final 
Rule, the FAA removed Figure A4H Sample Continuing Qualification 
Evaluation Requirements Page from attachment 4 to appendix A because 
the final rule amendment to Sec.  60.19 made the figure obsolete and 
unnecessary. This same figure should have also been removed from 
Appendices B-D for the same reason. Thus, the following changes are 
made:
     In attachment 4 to appendix B, figure B4H is removed and 
the table of contents is updated accordingly;
     In attachment 4 to appendix C, figure C4H is removed and 
the table of contents is updated accordingly; and
     In attachment 4 to appendix D, figure D4H is removed and 
the table of contents is updated accordingly.
    In the Flight Simulation Training Device Qualification Standards 
for Extended Envelope and Adverse Weather Event Training Tasks Final 
Rule, the FAA added Level 7 FTDs to appendix B. However, the first 
sentence in this appendix does not include Level 7. Thus, in the first 
sentence of appendix B, the phrase ``or Level 6'' is replaced with 
``Level 6, or Level 7''.

[[Page 75707]]

Part 61

    In Sec.  61.58, paragraphs (j) and (k) are removed because the 
October 12, 2012, time limitation has passed and accordingly, those 
paragraphs are now obsolete.
    The FAA also corrects a spelling error in Sec.  61.313(h).

Part 67

    A mailing address is updated in Sec. Sec.  67.4 and 67.409(a). 
Additionally, in Sec.  67.409(a) a requirement that a duplicate 
document be submitted is removed because these documents are no longer 
reviewed in hardcopy.

Part 73

    This technical amendment updates office titles in Sec.  73.19(a) 
and (c) to reflect reorganization within the FAA. It also updates the 
FAA headquarters address in Sec.  73.19(a) and replaces the word 
``shall'' with ``must'' in Sec.  73.19(a), (b) and (c).

Part 91

    In Sec.  91.9(c), ``or part 48'' is added to indicate that an 
aircraft operating under part 91 may also be marked under part 48. This 
change aligns this provision with Sec.  91.203(a)(2).
    In Sec.  91.157(b)(4), aimed to specifically qualify daytime in 
Alaska because the time between sunrise and sunset is often a longer 
duration of time than in most of the United States. However, in a 1991 
final rule, the FAA stated that daytime in Alaska is ``when the sun is 
6[deg] or more above the horizon''. 56 FR 65660 (Dec. 17, 1991). 
According to the Air Almanac, issued annually by the United States 
Naval Observatory, civil twilight (daytime) begins and ends when the 
sun is 6 degrees below the horizon. As such, civil twilight (daytime) 
is any time when the sun is 6 degrees or less below the horizon. In 
1995, the FAA issued a technical amendment to correct the regulatory 
text to accurately capture daytime in Alaska amending it to state 
``when the sun is 6 degrees or more below the horizon''. 60 FR 66874 
(Dec. 27, 1995). However, this correction was inaccurate as more than 6 
degrees below the horizon is nighttime. This technical amendment is 
meant to achieve the original intent to refer to daytime in Alaska by 
amending the language to read ``when the sun is 6 degrees or less below 
the horizon''.
    In Sec.  91.203(a)(1), ``or part 48'' is added to indicate that an 
aircraft operating under part 91 may also be marked under part 48. This 
change aligns this provision with Sec.  91.203(a)(2).
    In Sec.  91.511(a), the phrase ``operating under this subpart'' is 
added to clarify who is subject to the prohibition.
    In Sec.  91.609(g), ``49 CFR'' is added prior to ``part 830'' 
everywhere that it appears to clarify which title of the CFR is being 
referenced.
    In Sec.  91.1001(b)(9), the reference to ``paragraph (b)(1)(v)'' is 
incorrect because no such paragraph exists. The reference to 
``paragraph (b)(1)(v)'' is replaced with the correct reference to 
``paragraph (b)(5)(vi)'', which addresses multi-year program 
agreements.

Part 97

    In Sec.  97.20(b), the FAA updates a mailing address and email 
address.

Part 101

    In Sec.  101.21(a), the reference to paragraph ``Sec.  
101.25(b)(7)(ii)'' is removed and replaced with the correct reference, 
``Sec.  101.25(g)(2)'', due to a technical amendment to Sec.  
101.25.\6\
---------------------------------------------------------------------------

    \6\ See 74 FR 38092 (July 31, 2009).
---------------------------------------------------------------------------

Part 107

    In Sec.  107.9, the word ``accident'' in the title is removed and 
replaced with the words ``safety event'' to eliminate confusion and to 
distinguish it from the statutory authority afforded exclusively to the 
National Transportation Safety Board published in 49 U.S.C. 1101.

Part 121

    In Sec. Sec.  121.310(b)(2)(iii), 121.311(b)(2)(ii)(C), 121.391(d), 
Sec.  121.523(c), the FAA corrects typographical, grammatical, and 
spelling errors.
    In Sec. Sec.  121.359(h) and 121.703(f), ``49 CFR'' is added prior 
to ``part 830'' everywhere that it appears to clarify which title of 
the CFR is being referenced.
    In Sec.  121.909(a) and Sec.  121.923(a)(2), the phrase ``through 
the FAA office responsible for approval of the certificate holder's 
operations specifications, to the Manager of the Air Transportation 
Division'' is removed and replaced with ``to the responsible Flight 
Standards office'' to reflect the reorganization in the Air 
Transportation Division.
    In Sec.  121.1115(f), Table 2, Bombardier: BD-700, the acronym 
``FH'', which stood for flight hours, is removed because it is 
incorrect and it is replaced with the correct acronym, ``FC'', which 
stands for flight cycles. Bombardier submitted information to the FAA 
to establish that the default limit of validity is 15,000 flight cycles 
rather than flight hours for the Bombardier Model BD-700; however, the 
FAA inadvertently used the acronym ``FH'' when listing the default LOV 
for the Bombardier Model BD-700 in Table 2.

Part 125

    In Sec.  125.285(d), the reference to ``(c)(3)'' is removed because 
it is incorrect and it is replaced with the correct reference, 
``(c)(2)'', which prescribes the observation of landings.

Part 129

    The FAA corrects a spelling error in Sec.  129.18(b). In Sec.  
129.115(f), Table 2, Bombardier: BD-700, the FAA removes the acronym 
``FH'', which stood for flight hours because it is incorrect and it is 
replaced with the correct acronym, ``FC'', which stands for flight 
cycles. Bombardier submitted information to the FAA to establish that 
the default limit of validity is 15,000 flight cycles rather than 
flight hours for the Bombardier Model BD-700; however, the FAA 
inadvertently used the acronym ``FH'' when listing the default LOV for 
the Bombardier Model BD-700 in Table 2.

Part 135

    In Sec.  135.415(f), ``49 CFR'' is added prior to ``part 830'' to 
clarify which title of the CFR is being referenced.

Part 141

    In a final rule published in the Federal Register on August 21, 
2009 (74 FR 42499), Pilot, Flight Instructor, and Pilot School 
Certification, the FAA revised paragraph 4 of appendix I to 14 CFR part 
141, to change the presentation of information in response to confusion 
about what is the amount of ground and flight training required for an 
add-on category and/or class rating course. In the process of changing 
the presentation of this information, the FAA inadvertently omitted the 
existing training requirements for an additional glider category rating 
for holders of a commercial pilot certificate. By correcting this 
typographical error, this technical amendment provides these existing 
requirements by specifying the required contents of such training 
programs.
    In a final rule published in the Federal Register on June 27, 2018 
(83 FR 30232), Regulatory Relief: Aviation Training Devices; Pilot 
Certification, Training, and Pilot Schools; and Other Provisions, the 
FAA inadvertently failed to revise part 141 appendix I, to allow the 
use of a technically advanced airplane (TAA) to satisfy the experience 
requirements, for those pilot applicants who would add category and 
class (specifically, Airplane Single Engine) to an existing Commercial 
Pilot Certificate. The original proposal was to provide relief to all 
regulated entities providing flight training for the Commercial Pilot 
Certificate with single engine land

[[Page 75708]]

rating under any applicable rule part, including part 141, appendix I. 
This was an inadvertent omission and has caused some confusion and 
concern within the flight training community. With that understanding, 
the FAA is providing a technical amendment to paragraph 4.(a)(3)(ii) of 
appendix I to part 141 to otherwise permit the use of a complex 
airplane, turbine-powered airplane, or a technically advanced airplane 
to meet the experience requirement.

Part 183

    The FAA is making updates to part 183 which are necessary to 
reflect organizational changes within the FAA. The Administrator 
established the Air Traffic Safety Oversight Service (AOV) within the 
Aviation Safety Organization (AVS) to provide independent oversight of 
the Air Traffic Organization in 2004. In 2006, the Administrator gave 
AOV the authority to manage the Control Tower Operator Certification 
Program but did not update part 183 to reflect this organizational 
change. Due to these changes, the FAA is revising Sec. Sec.  183.11(d) 
and 183.25(c)(2) to replace ``the Associate Administrator for Air 
Traffic'' with ``the Associate Administrator for Aviation Safety''. 
Additionally, Sec. Sec.  183.11(d) and 183.25(c) will specify that the 
air traffic control tower operator examiner is ``designated'' to be 
consistent with the terminology used for other positions involving 
delegated authority under 49 U.S.C. 44702(d).

Part 440

    In Sec.  440.19, this technical amendment restores paragraphs 
(a)(1) and (a)(2) which were inadvertently deleted from this section in 
a 2012 technical amendment.\7\
---------------------------------------------------------------------------

    \7\ Correction of Authority Citations for Commercial Space 
Transportation, 77 FR 20531, April 5, 2012.
---------------------------------------------------------------------------

IV. Regulatory Notices and Analyses

    Federal agencies consider impacts of regulatory actions under a 
variety of executive orders and other requirements. First, Executive 
Order 12866 and Executive Order 13563 direct that each Federal agency 
shall propose or adopt a regulation only upon a reasoned determination 
that the benefits of the intended regulation justify the costs. Second, 
the Regulatory Flexibility Act of 1980 (Pub. L. 96-354) requires 
agencies to analyze the economic impact of regulatory changes on small 
entities. Third, the Trade Agreements Act (Pub. L. 96-39) prohibits 
agencies from setting standards that create unnecessary obstacles to 
the foreign commerce of the United States. Fourth, the Unfunded 
Mandates Reform Act of 1995 (Pub. L. 104-4) requires agencies to 
prepare a written assessment of the costs, benefits, and other effects 
of proposed or final rules that include a Federal mandate that may 
result in the expenditure by State, local, and tribal governments, in 
the aggregate, or by the private sector, of $100,000,000 or more 
(adjusted annually for inflation) in any one year. The current 
threshold after adjustment for inflation is $165,000,000, using the 
most current (2021) Implicit Price Deflator for the Gross Domestic 
Product. This portion of the preamble summarizes the FAA's analysis of 
the economic impacts of this rule.
    In conducting these analyses, the FAA has determined that this 
rule: will result in benefits that justify costs; is not a 
``significant regulatory action'' as defined in section 3(f) of 
Executive Order 12866; will not create unnecessary obstacles to the 
foreign commerce of the United States; and will not impose an unfunded 
mandate on State, local, or tribal governments, or on the private 
sector.

A. Regulatory Impact Analysis

    This final rule corrects several technical errors that affect the 
clarity of the regulatory text. As all the amendments in this final 
rule are non-substantive and intended to correct typographical errors, 
editorial errors, and outdated or incorrect references, the FAA does 
not expect that these technical corrections will result in any 
substantive incremental costs or benefits. These changes include 
corrections of grammatical and typographical errors, corrections of 
incorrect cross references, updates to mailing addresses and contact 
information, and updates to terms and titles following the 
reorganization or the Air Transportation Division. Since this rule 
involves non-substantive and clarifying editorial changes only, the 
impacts of the rule will be minimal.

B. Regulatory Flexibility Act

    The Regulatory Flexibility Act (RFA), in 5 U.S.C. 603, requires an 
agency to prepare an initial regulatory flexibility analysis describing 
impacts on small entities whenever 5 U.S.C. 553 or any other law 
requires an agency to publish a general notice of proposed rulemaking 
for any proposed rule. Similarly, 5 U.S.C. 604 requires an agency to 
prepare a final regulatory flexibility analysis when an agency issues a 
final rule under 5 U.S.C. 553, after that section or any other law 
requires publication of a general notice of proposed rulemaking. The 
FAA concludes good cause exists to forgo notice and comment and to not 
delay the effective date for this rule. As 5 U.S.C. 553 does not 
require notice and comment in this situation, 5 U.S.C. 603 and 604 
similarly do not require regulatory flexibility analyses.

C. International Trade Impact Assessment

    The Trade Agreements Act of 1979 (Pub. L. 96-39), as amended, 
prohibits Federal agencies from establishing standards or engaging in 
related activities that create unnecessary obstacles to the foreign 
commerce of the United States. Pursuant to this Act, the establishment 
of standards is not considered an unnecessary obstacle to the foreign 
commerce of the United States, so long as the standard has a legitimate 
domestic objective, such as the protection of safety, and does not 
operate in a manner that excludes imports that meet this objective. The 
statute also requires consideration of international standards and, 
where appropriate, that they be the basis for U.S. standards.
    The FAA has assessed the potential effect of this rule and has 
determined that the rule is in accord with the Trade Agreements Act as 
the rule applies equally to domestic and foreign persons engaged in 
aviation activities under 14 CFR. As previously discussion, this action 
corrects several technical errors that affect the clarity of the 
regulatory text. These corrections will not impose any additional 
substantive restrictions or requirements on the persons affected by 
these regulations.

D. Unfunded Mandates Assessment

    The Unfunded Mandates Reform Act of 1995 (2 U.S.C. 1531-1538) 
governs the issuance of Federal regulations that require unfunded 
mandates. An unfunded mandate is a regulation that requires a state, 
local, or tribal government or the private sector to incur direct costs 
without the Federal government having first provided the funds to pay 
those costs. The FAA determined that the rule will not result in the 
expenditure of $165,000,000 or more by State, local, or tribal 
governments, in the aggregate, or the private sector, in any one year.

E. Paperwork Reduction Act

    The Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) requires 
that the FAA consider the impact of paperwork and other information 
collection burdens imposed on the public. The FAA has determined that 
there is no new requirement for information collection associated with 
this immediately adopted final rule.

[[Page 75709]]

F. International Compatibility

    In keeping with U.S. obligations under the Convention on 
International Civil Aviation, it is FAA policy to conform to 
International Civil Aviation Organization (ICAO) Standards and 
Recommended Practices to the maximum extent practicable. The FAA has 
reviewed the corresponding ICAO Standards and Recommended Practices and 
has identified no differences with these proposed regulations.

G. Environmental Analysis

    FAA Order 1050.1F identifies FAA actions that are categorically 
excluded from preparation of an environmental assessment or 
environmental impact statement under the National Environmental Policy 
Act in the absence of extraordinary circumstances. The FAA has 
determined this rulemaking action qualifies for the categorical 
exclusion identified in paragraph 5-6.6(f) for regulations and involves 
no extraordinary circumstances.

V. Executive Order Determinations

A. Executive Order 13132, Federalism

    The FAA has analyzed this immediately adopted final rule under the 
principles and criteria of Executive Order 13132, ``Federalism.'' The 
agency determined that this action will not have a substantial direct 
effect on the States, or the relationship between the Federal 
Government and the States, or on the distribution of power and 
responsibilities among the various levels of government, and, 
therefore, does not have Federalism implications.

B. Executive Order 13211, Regulations That Significantly Affect Energy 
Supply, Distribution, or Use

    The FAA analyzed this immediately adopted final rule under 
Executive Order 13211, ``Actions Concerning Regulations that 
Significantly Affect Energy Supply, Distribution, or Use'' (May 18, 
2001). The agency has determined that it is not a ``significant energy 
action'' under the executive order and it is not likely to have a 
significant adverse effect on the supply, distribution, or use of 
energy.

C. Executive Order 13609, International Cooperation

    Executive Order 13609, ``Promoting International Regulatory 
Cooperation,'' promotes international regulatory cooperation to meet 
shared challenges involving health, safety, labor, security, 
environmental, and other issues and to reduce, eliminate, or prevent 
unnecessary differences in regulatory requirements. The FAA has 
analyzed this action under the policies and agency responsibilities of 
Executive Order 13609, and has determined that this action would have 
no effect on international regulatory cooperation.

VI. How To Obtain Additional Information

A. Rulemaking Documents

    An electronic copy of a rulemaking document may be obtained from 
the internet by--
    1. Searching the Federal eRulemaking Portal (www.regulations.gov);
    2. Visiting the FAA's Regulations and Policies web page at 
www.faa.gov/regulations_policies/; or
    3. Accessing the Government Printing Office's web page at 
www.GovInfo.gov.
    Copies may also be obtained by sending a request (identified by 
notice, amendment, or docket number of this rulemaking) to the Federal 
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence 
Avenue SW, Washington, DC 20591, or by calling (202) 267-9680.

B. Small Business Regulatory Enforcement Fairness Act

    The Small Business Regulatory Enforcement Fairness Act (SBREFA) of 
1996 requires FAA to comply with small entity requests for information 
or advice about compliance with statutes and regulations within its 
jurisdiction. A small entity with questions regarding this document, 
may contact its local FAA official, or the person listed under the FOR 
FURTHER INFORMATION CONTACT heading at the beginning of the preamble. 
To find out more about SBREFA on the internet, visit www.faa.gov/regulations_policies/rulemaking/sbre_act/.

List of Subjects

14 CFR Part 21

    Aircraft, Aviation safety, Exports, Imports, Reporting and 
recordkeeping requirements.

14 CFR Part 23

    Aircraft, Aviation safety, Signs and symbols.

14 CFR Part 25

    Aircraft, Aviation safety, Reporting and recordkeeping 
requirements.

14 CFR Part 29

    Aircraft, Aviation safety, Reporting and recordkeeping 
requirements.

14 CFR Part 33

    Aircraft, Aviation safety, Reporting and recordkeeping 
requirements.

14 CFR Part 36

    Agriculture, Aircraft, Noise control.

14 CFR Part 47

    Aircraft, Reporting and recordkeeping requirements.

14 CFR Part 49

    Aircraft, Reporting and recordkeeping requirements.

14 CFR Part 60

    Airmen, Aviation safety, Reporting and recordkeeping requirements.

14 CFR Part 61

    Aircraft, Airmen, Alcohol abuse, Aviation safety, Drug abuse, 
Recreation and recreation areas, Reporting and recordkeeping 
requirements, Security measures, Teachers.

14 CFR Part 67

    Airmen, Authority delegations (Government agencies), Health, 
Reporting and recordkeeping requirements.

14 CFR Part 73

    Airspace, Navigation (air), Restricted areas, Security measures.

14 CFR Part 91

    Afghanistan, Agriculture, Air carriers, Air taxis, Air traffic 
control, Aircraft, Airmen, Airports, Alaska, Aviation safety, Canada, 
Charter flights, Cuba, Drug traffic control, Ethiopia, Freight, 
Incorporation by reference, Iraq, Libya, Mexico, Noise control, North 
Korea, Political candidates, Reporting and recordkeeping requirements, 
Security measures, Somalia, Syria, Transportation, Yugoslavia.

14 CFR Part 97

    Air traffic control, Airports, Incorporation by reference, 
Navigation (air), Weather.

14 CFR Part 101

    Aircraft, Aviation safety, Reporting and recordkeeping 
requirements.

14 CFR Part 107

    Aircraft, Airmen, Aviation safety, Recreation and recreation areas, 
Reporting and recordkeeping requirements, Security measures, Signs and 
symbols.

14 CFR Part 121

    Air carriers, Aircraft, Airmen, Alcohol abuse, Aviation safety, 
Charter flights, Drug abuse, Drug testing, Reporting and recordkeeping 
requirements, Safety, Transportation.

[[Page 75710]]

14 CFR Part 125

    Aircraft, Airmen, Aviation safety, Reporting and recordkeeping 
requirements.

14 CFR Part 129

    Air carriers, Administration, Aircraft, Aviation safety, Reporting 
and recordkeeping requirements, Security measures, Smoking.

14 CFR Part 135

    Air taxis, Aircraft, Airmen, Alcohol abuse, Aviation safety, Drug 
abuse, Drug testing, Reporting and recordkeeping requirements.

14 CFR Part 141

    Airmen, Educational facilities, Reporting and recordkeeping 
requirements, Schools.

14 CFR Part 183

    Aircraft, Airmen, Authority delegations (Government agencies), 
Health professions, Reporting and recordkeeping requirements.

14 CFR Part 440

    Indemnity payments, Insurance, Reporting and recordkeeping 
requirements, Space transportation and exploration.

The Amendments

    In consideration of the foregoing, the Federal Aviation 
Administration amends chapter I of title 14, Code of Federal 
Regulations (CFR) parts 21, 23, 25, 29, 33, 36, 47, 49, 60, 61, 67, 73, 
91, 97, 101, 107, 121, 125, 129, 135, 141, 183, and 440 as follows:

PART 21--CERTIFICATION PROCEDURES FOR PRODUCTS AND ARTICLES

0
1. The authority citation for part 21 continues to read as follows:

    Authority: 42 U.S.C. 7572; 49 U.S.C. 106(f), 106(g), 40105, 
40113, 44701-44702, 44704, 44707, 44709, 44711, 44713, 44715, 45303.


Sec.  21.619  [Amended]

0
2. Amend Sec.  21.619 in paragraph (a) by removing the citation ``Sec.  
21.603(b)'' and adding in its place the citation ``21.603(a)''.

PART 23--AIRWORTHINESS STANDARDS: NORMAL CATEGORY AIRPLANES

0
3. The authority citation for part 23 continues to read as follows:

    Authority:  49 U.S.C. 106(f), 106(g), 40113, 44701-44702, 44704, 
Pub. L. 113-53, 127 Stat. 584 (49 U.S.C. 44704) note.


Sec.  23.2115   [Amended]

0
4. Amend Sec.  23.2115 in paragraph (c) introductory text by adding the 
word ``of'' after the word ``determination''.


Sec.  23.2120   [Amended]

0
5. Amend Sec.  23.2120 in paragraph (a) introductory text by removing 
the word ``configuration'' and adding in its place the word 
``configuration(s)''.


Sec.  23.2165   [Amended]

0
6. Amend Sec.  23.2165 in paragraph (a)(1)(i) by removing the words 
``knots CAS'' and adding in their place the word ``KCAS''.


Sec.  23.2200   [Amended]

0
7. Amend Sec.  23.2200 in paragraph (d) by removing the words ``high 
lift'' and adding in their place the words ``high-lift''.


Sec.  23.2255   [Amended]

0
8. Amend Sec.  23.2255 in paragraph (c) by removing the word 
``aircraft'' and adding in its place the word ``airplane''.


Sec.  23.2315   [Amended]

0
9. Amend Sec.  23.2315 as follows:
0
a. In paragraph (a)(1), add a comma after the words ``level 2'';
0
b. In paragraph (a)(1), remove the words ``single engine'' and add in 
its place ``single-engine''; and
0
c. In paragraph (a)(2), add a comma after the first mention of the word 
``exits''.


Sec.  23.2400   [Amended]

0
10. Amend Sec.  23.2400 in paragraph (b) by removing both instances of 
``FAA'' and adding in their places the word ``Administrator''.

0
11. Amend Sec.  23.2440 by revising paragraph (c)(2) to read as 
follows:


Sec.  23.2440   Powerplant fire protection.

* * * * *
    (c) * * *
    (2) Be fire-resistant if carrying flammable fluid, gas or air, or 
is required to operate in the event of a fire; and
* * * * *


Sec.  23.2500   [Amended]

0
12. Amend Sec.  23.2500 in paragraph (b) by removing the phrase ``(a), 
considered separately and in relation to other systems, must'' and 
adding in its place the phrase ``(a) of this section--considered 
separately and in relation to other systems--must''.


Sec.  23.2520   [Amended]

0
13. Amend Sec.  23.2520 in paragraph (a) introductory text by removing 
the phrase ``systems that perform'' and adding in its place the phrase 
``system that performs''.


Sec.  23.2600   [Amended]

0
14. Amend Sec.  23.2600 in paragraph (b) by removing the words 
``qualified flightcrew'' and adding in their place the words 
``flightcrew members''.


Sec.  23.2620   [Amended]

0
15. Amend Sec.  23.2620 in paragraph (b) introductory text by removing 
the word ``administrator'' and adding in its place the word 
``Administrator''.

PART 25--AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES

0
16. The authority citation for part 25 continues to read as follows:

    Authority:  49 U.S.C. 106(f), 106(g), 40113, 44701, 44702 and 
44704.


Sec.  25.471   [Amended]

0
17. Amend Sec.  25.471 in paragraph (b)(2) by removing the citation 
``Sec.  25.1583(c)(1)'' and adding in its place the citation ``Sec.  
25.1583(c)(2)''.


Sec.  25.525   [Amended]

0
18. Amend Sec.  25.525 in paragraph (b) by removing the citation 
``Sec.  25.533(b)'' and adding in its place the citation ``Sec.  
25.533(c)''.


Sec.  25.535   [Amended]

0
19. Amend Sec.  25.535 in paragraph (d) by removing the numbers 
``3.25'' and adding in their place the numbers ``0.25''.

0
20. Amend Sec.  25.571 by revising the section heading to read as 
follows:


Sec.  25.571   Damage-tolerance and fatigue evaluation of structure.

* * * * *


Sec.  25.903   [Amended]

0
21. Amend Sec.  25.903 as follows:
0
a. In paragraph (a)(3)(ii), remove the date ``February 23, 1984'' and 
add in its place the date ``March 26, 1984''; and
0
b. In paragraph (a)(3)(iii), remove the date ``October 1, 1974''and add 
in its place the date ``October 31, 1974''.


Sec.  25.1517   [Amended]

0
22. Amend Sec.  25.1517 in paragraph (b) by removing ``VMO - 
35 KTAS'' and adding in its place ``VMO minus 35 KTAS''.

PART 29--AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY ROTOCRAFT

0
23. The authority citation for part 29 continues to read as follows:


[[Page 75711]]


    Authority: 49 U.S.C. 106(f), 106(g), 40113, 44701-44702, 44704.


Sec.  29.1557   [Amended]

0
24. Amend Sec.  29.1557 in paragraph (d) by removing the citation 
``Sec.  29.811(h)(2)'' and adding in its place the citation ``Sec.  
29.811(f)(2)''.

PART 33--AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES

0
25. The authority citation for part 33 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, 44704.


Sec.  33.97   [Amended]

0
26. Amend Sec.  33.97 in paragraph (a) by adding a comma after the word 
``endurance'' in the first sentence.

PART 36--NOISE STANDARDS: AIRCRAFT TYPE AND AIRWORTHINESS 
CERTIFICATION

0
27. The authority citation for part 36 continues to read as follows:

    Authority: 42 U.S.C. 4321 et seq.; 49 U.S.C. 106(g), 40113, 
44701-44702, 44704, 44715; sec. 305, Pub. L. 96-193, 94 Stat. 50, 
57; E.O. 11514, 35 FR 4247, 3 CFR, 1966-1970 Comp., p. 902.


Sec.  36.1   [Amended]

0
28. Amend Sec.  36.1 in paragraph (a)(4) by removing the word 
``argicultural'' and adding in its place the word ``agricultural''.

PART 47--AIRCRAFT REGISTRATION

0
29. The authority citation for part 47 continues to read as follows:

    Authority: 4 U.S.T. 1830; Public Law 108-297, 118 Stat. 1095 (49 
U.S.C. 40101 note, 49 U.S.C. 44101 note); 49 U.S.C. 106(f), 106(g), 
40113-40114, 44101-44108, 44110-44113, 44703-44704, 44713, 45302, 
45305, 46104, 46301.

0
30. Amend Sec.  47.9 by revising paragraph (b) to read as follows:


Sec.  47.9  Corporations not US citizens.

* * * * *
    (b) For the purposes of registration, an aircraft is based and 
primarily used in the United States if the flight hours accumulated 
within the United States amount to at least 60 percent of the total 
flight hours of the aircraft during the period consisting in the 
remainder of the registration month and the succeeding 6 calendar 
months and each 6 calendar month period thereafter.
* * * * *


Sec.  47.19  [Amended]

0
31. Amend Sec.  47.19 by removing the phrase ``must be mailed to the 
Registry, Department of Transportation, Post Office Box 25504, Oklahoma 
City, Oklahoma 73125-0504, or delivered to the Registry at 6425 S. 
Denning Ave., Oklahoma City, Oklahoma 73169'' and adding in its place 
the phrase ``must be delivered to the Registry by a means acceptable to 
the Administrator''.

PART 49--RECORDING OF AIRCRAFT TITLES AND SECURITY DOCUMENTS

0
32. The authority citation for part 49 continues to read as follows:

    Authority:  4 U.S.T. 1830; Pub. L. 108-297, 118 Stat. 1095 (49 
U.S.C. 40101 note, 49 U.S.C. 44101 note); 49 U.S.C. 106(g), 40113-
40114, 44101-44108, 44110-44113, 44704, 44713, 45302, 46104, 46301.


Sec.  49.1  [Amended]

0
33. Amend Sec.  49.1 in paragraph (a)(2) by removing the number ``750'' 
and adding in their place the number ``550''.


Sec.  49.11  [Amended]

0
34. Amend Sec.  49.11 by removing the phrase ``must be mailed to the 
FAA Aircraft Registry, Department of Transportation, Post Office Box 
25504, Oklahoma City, Oklahoma 73125-0504, or delivered to the Registry 
at 6425 S. Denning Ave., Oklahoma City, Oklahoma 73169'' and adding in 
its place the phrase ``must be delivered to the Registry by a means 
acceptable to the Administrator''.


Sec.  49.13  [Amended]

0
35. Amend Sec.  49.13 in paragraph (a) by removing the phrase ``must be 
in ink'' and adding in its place the phrase ``must be signed in a 
manner acceptable to the Administrator''.

PART 60--FLIGHT SIMULATION TRAINING DEVICE INITIAL AND CONTINUING 
QUALIFICATION AND USE

0
36. The authority citation for part 60 continues to read as follows:

    Authority:  49 U.S.C. 106(f), 106(g), 40113, and 44701; Public 
Law 111-216, 124 Stat. 2348 (49 U.S.C. 44701 note).


Sec.  60.5, Sec.  60.7, Sec.  60.9, Sec.  60.11, Sec.  60.13, Sec.  
60.14, Sec.  60.15, Sec.  60.16, Sec.  60.17, Sec.  60.19, Sec.  60.21, 
Sec.  60.23, Sec.  60.25, Sec.  60.27, Sec.  60.29, Sec.  60.31, Sec.  
60.37  [Amended]

0
37. Remove the word ``NSPM'' and add in its place the words 
``responsible Flight Standards office'' wherever it appears in the 
following places:
0
a. Sec.  60.5(c) and (d);
0
b. Sec.  60.7(a)(2), (b)(3), (4), and (6), and (d)(2);
0
c. Sec.  60.9(a), (b)(2), (c) introductory text, and (c)(3);
0
d. Sec.  60.11(d);
0
e. Sec.  60.13(a) and (c) through (f);
0
f. Sec.  60.14;
0
g. Sec.  60.15(a), (b)(1) through (3), (c)(1) introductory text, 
(c)(1)(i) and (ii), (f), (g) introductory text, (g)(6), (h), and (i);
0
h. Sec.  60.16(a)(1)(i) through (iii), (a)(2)(i) and (ii), (b), and 
(c);
0
i. Sec.  60.17(e) and (f);
0
j. Sec.  60.19(b)(2) and (3);
0
k. Sec.  60.21(a) introductory text, (b), and (c);
0
l. Sec.  60.23(c)(1) introductory text and (c)(1)(i) through (iv);
0
m. Sec.  60.25(b);
0
n. Sec.  60.27(b)(1)(i) and (ii), (b)(2), and (c);
0
o. Sec.  60.29(a) introductory text, (a)(1) through (3), (a)(4) 
introductory text, (a)(4)(i) and (ii), (b) introductory text, (b)(3), 
(c) introductory text, (c)(1) and (2), (d)(1) and (2), and (e);
0
p. Sec.  60.31(b); and
0
q. Sec.  60.37(a) introductory text.


Sec.  60.5  [Amended]

0
38. Amend Sec.  60.5 in paragraph (a) by removing the words ``National 
Simulator Program Manager (NSPM)'' and adding in their place the words 
``responsible Flight Standards office''.


Sec.  60.19  [Amended]

0
39. Amend Sec.  60.19 as follows:
0
a. Amend paragraph (b)(4) by removing the first instance of the word 
``NSPM'' and adding in its place the words ``the responsible Flight 
Standards office'';
0
b. Amend paragraph (b)(4) by removing the second instance of the word 
``NSPM'' and adding in its place the words ``responsible Flight 
Standards office''; and
0
c. Amend paragraph (b)(6) by removing the words ``an NSPM'' and adding 
in its place the words ``a responsible Flight Standards office''.

0
40. In appendix A to part 60:
0
a. In the introductory ``Begin Information'' text, remove the phrase 
``NSPM, or a person assigned by the NSPM,'' and add in its place the 
words ``responsible Flight Standards office''.
0
b. In section 1:
0
i. Remove and reserve paragraph b;
0
ii. Remove the last sentence of paragraph c;
0
iii. In paragraph d.(12), add the words ``Flightcrew Member'' after 
``as amended,''; and
0
iv. Revise paragraph d.(27).
0
c. In section 11:
0
i. In paragraph o. introductory text, remove the words ``an NSP pilot'' 
and add in its place the words, ``a pilot from the responsible Flight 
Standards office'' and remove the second instance of the word ``NSP'';

[[Page 75712]]

0
ii. In paragraph r.(1), remove the word ``NSP''; and
0
iii. In paragraph v., remove the phrase ``NSPM or visit the NSPM 
website'' and add in its place the words, ``responsible Flight 
Standards office''.
0
d. In attachment 1, revise table A1A;
0
e. In attachment 2:
0
i. Revise table A2A;
0
ii. In section 8, in the first instance of paragraph d., remove the 
word ``NSPM'' and add in its place the words ``the responsible Flight 
Standards office''; and
0
iii. In table A2E, revise the entries for 1.a.2, 2.a.1.a., 2.a.2.a., 
and 2.a.3.a.
0
f. In attachment 3:
0
i. In section 2, remove the last sentence of paragraph g; and
0
ii. Revise the table A3C introductory text.
0
g. In attachment 4, revise figures A4A, A4C, A4D, and A4E;
0
h. In attachment 6, FTSD Directive 2:
0
i. In the undesignated paragraph following summary paragraph (e), 
remove the words ``National Simulator Program Manager (NSPM)'' and add 
in their place the words ``responsible Flight Standards office''.
0
ii. Remove the phrase ``For Further Information Contact'' paragraph 
before the heading ``Specific Requirements'';
0
iii. In section I, paragraph 5 introductory text, remove the word 
``NSP's'';
0
iv. In section II, paragraph 5 introductory text, remove the word 
``NSP's'';
0
v. In section III, paragraph 5 introductory text, remove the word 
``NSP's'';
0
vi. In section IV, paragraph 4 introductory text, remove the word 
``NSP's''; and
0
vii. In section V, paragraph 4 introductory text, remove the word 
``NSP's''.
0
i. Remove the word ``NSPM'' and adding in its place the words 
``responsible Flight Standards office'' in the following places:
0
i. Section 1, paragraph c, the first two instances;
0
ii. Section 9, paragraphs d., d.(1), d.(2), g., h., and i.;
0
iii. Section 10, paragraph a.;
0
iv. Section 11, paragraphs b.(2), b.(3), d., f., g.(1), h., j. k., l., 
m., n., n.(2), o., p. q., r.(2), s., t., and w.;
0
v. Section 13, paragraphs a.(1), a.(3), a.(4), a.(5), d., and i.;
0
vi. Section 14, paragraphs a., d., e., and e.(1);
0
vii. Section 17, paragraphs b.(1) and b.(2);
0
viii. Sections 19 and 20;
0
ix. Attachment 2, section 2, paragraphs a., h., j., k., and l.;
0
x. Attachment 2, section 4, the second instance in paragraph b.(1);
0
xi. Attachment 2, section 5, paragraph b.;
0
xii. Attachment 2, section 8, paragraphs b., c., the second instance of 
d., f., and g.;
0
xiii. Attachment 2, section 9, paragraphs a., b. introductory text, 
b.(2), and c.(2)(i);
0
xiv. Attachment 2, section 12, paragraph a.;
0
xv. Attachment 2, section 13, paragraph b.(6);
0
xvi. Attachment 2, section 14, paragraph b.(4)(d);
0
xvii. Attachment 2, section 16, paragraphs a.(2) and b.(2);
0
xviii. Attachment 2, section 17, paragraphs c., d.(2), e., and f.;
0
xix. Attachment 3, section 1, paragraphs f., and g.;
0
xx. Attachment 3, section 2, paragraphs, b., and f.;
0
xxi. Attachment 5, section 7, paragraph a;
0
xxii. Attachment 5, section 8, introductory text and paragraph c.;
0
xxiii. Attachment 6, FSTD Directive 2, section I, paragraphs 5 and 6;
0
xxiv. Attachment 6, FSTD Directive 2, section II, paragraphs 3, 5, and 
6;
0
xxv. Attachment 6, FSTD Directive 2, section III, paragraphs 3, 5, and 
6;
0
xxvi. Attachment 6, FSTD Directive 2, section IV, paragraphs 4 and 5; 
and
0
xxii. Attachment 6, FSTD Directive 2, section V, paragraphs 4 and 5;
0
i. Remove the word ``NSPM'', and add in its place the words ``Flight 
Standards Service'' in the following places:
0
i. The introductory ``Begin Information'' text; and
0
ii. The first instance in attachment 2, section 4, paragraph b.(1).
0
j. Remove the word ``NSP'' from the following places:
0
i. Section 14, paragraph g.; and
0
ii. Attachment 3, paragraph 2.d.

    The revisions read as follows:

Appendix A to Part 60--Qualification Performance Standards for Airplane 
Full Flight Simulators

* * * * *

1. Introduction

    (d) * * *
    (27) FAA Airman Certification Standards and Practical Test 
Standards for Airline Transport Pilot, Type Ratings, Commercial 
Pilot, and Instrument Ratings
* * * * *

[[Page 75713]]

Attachment 1 * * *
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* * * * *

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* * * * *

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* * * * *

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Attachments 3 * * *
[GRAPHIC] [TIFF OMITTED] TR09DE22.053

* * * * *

Attachment 4 * * *

Attachment 4 to Appendix A to Part 60--Figure A4A--Sample Letter, 
Request for Initial, Upgrade, or Reinstatement Evaluation

Information

Attachment 4 to Appendix A to Part 60--FigureA4C--Sample Letter of 
Compliance

[[Page 75767]]

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[[Page 75768]]



Information 
[GRAPHIC] [TIFF OMITTED] TR09DE22.055


[[Page 75769]]



Attachment 4 to Appendix A to Part 60--Figure A4D--Sample Qualification 
Test Guide Cover Page

INFORMATION
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[[Page 75770]]



Attachment 4 to Appendix A to Part 60--Figure A4E--Sample Statement of 
Qualification--Certificate

INFORMATION
[GRAPHIC] [TIFF OMITTED] TR09DE22.127


[[Page 75771]]


* * * * *

0
41. In appendix B to part 60:
0
a. In the introductory ``Begin Information'' text:
0
i. In the first sentence, remove ``or Level 6'' and in its place add 
``Level 6, or Level 7'';
0
ii. In the second sentence, remove ``, NSPM,'';
0
iii. In the last sentence, remove the phrase ``NSPM, or a person or 
persons assigned by the NSPM'' and add in its place the words 
``responsible Flight Standards office''.
0
b. In section 1:
0
i. Remove and reserve paragraph b.;
0
ii. Remove the last sentence of paragraph c.;
0
iii. In paragraph d.(12), add the words ``Flightcrew Member'' after 
``as amended,''; and
0
iv. Revise paragraph d.(26).
0
c. In section 11:
0
i. In paragraph o. introductory text, remove the words ``an NSP pilot'' 
and add in their place the phrase ``a pilot from the responsible Flight 
Standards office'' and remove second instance of the word ``NSP'';
0
ii. In paragraph r.(1), remove the word ``NSP''; and
0
iii. In paragraph v., remove the phrase ``NSPM or visit the NSPM 
website'' and add in its place the words ``responsible Flight Standards 
office''.
0
d. In attachment 1, revise table B1A;
0
e. In attachment 2:
0
i. Revise table B2A;
0
ii. In section 4.b., remove the word ``NSP'' and add in its place the 
word ``FAA''; and
0
iii. In table B2F, revise entries 2.a.1.a., 2.a.2.a., and 2.a.3.a.;
0
f. In attachment 3, revise table B3C;
0
g. In attachment 4:
0
i. In the table of contents, revise the entry for Figure B4H to read 
``[Reserved]'';
0
ii. Revise figures B4A, B4C, B4D, and B4E;
0
iii. Remove and reserve figure B4H;
0
h. Remove the word ``NSPM'' and in its place add the words 
``responsible Flight Standards office'' in the following places:
0
i. Section 1. Introduction, paragraph c., first two instances;
0
ii. Section 9. FTD Objective Data Requirements, paragraphs d., d.(1), 
d.(2), g., h. and i.;
0
iii. Section 10. Special Equipment and Personnel Requirements for 
Qualification of the FTD, paragraph a;
0
iv. Section 11. Initial (and Upgrade) Qualification Requirements, 
paragraphs b.(2), b.(3), d., f., g.(1), h., j., k., l., m., n., n.(2), 
o., p., q., r.(2), s., t., and w.;
0
v. Section 13. Previously Qualified FTDs, paragraphs a.(1), a.(3), 
a.(4), a.(5), d., and i.;
0
vi. Section 14. Inspection, Continuing Qualification Evaluation, and 
Maintenance Requirements, paragraphs a., d., and h.;
0
vii. Section 17. Modifications to FTDs, paragraphs b.(1) and b.(2);
0
viii. Section 19. Automatic Loss of Qualification and Procedures for 
Restoration of Qualification;
0
ix. Section 20. Other Losses of Qualification and Procedures for 
Restoration of Qualification; Section
0
x. Attachment 2, section 2. Test Requirements, paragraphs a., h., j., 
k., and l.; and
0
xi. Attachment 2, section 5. Alternative Data Sources, Procedures, and 
Instrumentation: Level 6 FTD Only, paragraphs c., d.(2), and e.
0
n. Remove the word ``NSP'' in the following places:
0
i. Section 14, paragraph f; and
0
ii. Attachment 3, paragraphs 1.b, and 1.c.

    The revisions read as follows:

Appendix B to Part 60 Qualification Performance Standards for Airplane 
Flight Training Devices

* * * * *

1. Introduction

* * * * *
    d. * * *
    26. FAA Airman Certification Standards and Practical Test 
Standards for Airline Transport Pilot, Type Ratings, Commercial 
Pilot, and Instrument Ratings.
* * * * *

Attachment 1 to Appendix B to Part 60--General FTD REQUIREMENTS

* * * * *

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* * * * *

Attachment 2 to Appendix B to Part 60--Flight Training Device (FTD) 
Objective Tests

* * * * *

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* * * * *

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* * * * *

Attachment 3 to Appendix B to Part 60--Flight Training Device (FTD) 
Subjective Evaluation

* * * * *

[[Page 75818]]

[GRAPHIC] [TIFF OMITTED] TR09DE22.102

* * * * *

Attachment 4 to Appendix B to Part 60--Sample Documents

* * * * *

Attachment 4 to Appendix B to Part 60--Figure B4A--Sample Letter, 
Request for Initial, Upgrade, or Reinstatement Evaluation

Information
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* * * * *

Attachment 4 to Appendix B to Part 60--Figure B4C--Sample Letter of 
Compliance

Information
[GRAPHIC] [TIFF OMITTED] TR09DE22.105


[[Page 75820]]



Attachment 4 to Appendix B to Part 60--Figure B4D--Sample Qualification 
Test Guide Cover Page

Information
[GRAPHIC] [TIFF OMITTED] TR09DE22.106

* * * * *

[[Page 75821]]

Attachment 4 to Appendix B to Part 60-- Figure B4E--Sample Statement of 
Qualification--Certificate

Information
[GRAPHIC] [TIFF OMITTED] TR09DE22.128


[[Page 75822]]


* * * * *

0
42. In appendix C to part 60:
0
a. In the introductory ``Begin Information'' text:
0
i. Remove the word ``NSPM'' and add in its place the words ``Flight 
Standards Service'' in the first sentence; and
0
ii. In the last sentence, remove the phrase ``NSPM, or a person 
assigned by the NSPM,'' and add in its place the words ``responsible 
Flight Standards office''.
0
b. In section 1:
0
i. Remove and reserve paragraph b.;
0
ii. Remove the last sentence of paragraph c.;
0
iii. In paragraph d.(10), add the words ``Flightcrew Member'' after 
``as amended,''; and
0
iv. Revise paragraph d.(25).
0
c. In section 11:
0
i. In paragraph o. introductory text, remove the words ``an NSP pilot'' 
and add in their place the words ``a pilot from the responsible Flight 
Standards office'' and remove the word ``NSP'';
0
ii. In paragraph r.(1), remove the word ``NSP''; and
0
iii. In paragraph v., remove the phrase ``NSPM or visit the NSPM 
website'' and add in its place the words ``responsible Flight Standards 
office''.
0
d. In attachment 1, in table C1A, revise the entries for 4.a., 6.c., 
6.d., and 6.u.;
0
e. In attachment 2:
0
i. In section 8, paragraph d., remove the first instance of the word 
``NSPM'' and add in its place the words ``the responsible Flight 
Standards office'';
0
ii. In table C2A, revise the entries for 1.j.4., 2.a., and 4.a.2;
0
iii. In table C2E, revise the entry for 1.b.2.;
0
f. In attachment 3:
0
i. In section 2, in the first paragraph (h), remove the last sentence 
and redesignate the second paragraph h. and paragraph i. as paragraphs 
i. and j, respectively; and
0
ii. In table C3C, revise the introductory text.
0
g. In attachment 4:
0
i. Revise the table of contents entry for Figure C4H to read ``Figure 
C4H [Reserved]'';
0
ii. Revise figures C4A C4C, C4D, and C4E; and
0
iii. Remove and reserve figure C4H.
0
h. Remove the word ``NSPM'' and in its place add the words 
``responsible Flight Standards office'' in the following places:
0
i. Section 1, paragraph c., the first two instances;
0
ii. Section 9, paragraphs d., d.(1), d.(2), g., h., and i.;
0
iii. Section 10, paragraph a;
0
iv. Section 11, paragraphs b.(2), b.(3), d., e.(2), f., g.(1), h., j. 
k., l., m., n., n.(2), o., p., q., r.(2), s., t., and w.;
0
v. Section 13, paragraphs a.(1), a.(3), a.(4), a.(5), d., and i.;
0
vi. Section 14, paragraphs a., d., e., and e.(1);
0
vii. Section 17, paragraphs b.(1) and b.(2);
0
viii. Section 19;
0
ix. Section 20;
0
x. Attachment 2, section 1, paragraph b.;
0
xi. Attachment 2, section 2, paragraphs a., h., j., k., and l.;
0
xii. Attachment 2, section 4, paragraph b.(1);
0
xiii. Attachment 2, section 6, paragraph d.(2);
0
xiv. Attachment 2, section 8, paragraphs b., c., the second instance of 
d., f., and g.;
0
xv. Attachment 2, section 9, paragraphs a., b., b.(2) and c.(2)(i);
0
xvi. Attachment 2, section 12, paragraph a.;
0
xvii. Attachment 2, section 14, paragraph b.(4)(d);
0
xviii. Attachment 2, section 16, paragraphs a.(2) and b.(2);
0
xix. Attachment 2, section 17, paragraphs c., d.(2), e., and g.;
0
xx. Attachment 3, section 1, paragraphs f. and g.; and
0
xxi. Attachment 3, section 2, paragraph b.
0
i. In appendix C to part 60, remove the word ``NSP'' from the following 
places:
0
i. Section 14, paragraph g.; and
0
ii. Attachment 3, paragraphs 2.d. and 2.f.

    The revisions read as follows:

Appendix C to Part 60 Qualification Performance Standards for 
Helicopter Full Flight Simulators

* * * * *

1. Introduction

* * * * *
    d. * * *
    (25) FAA Airman Certification Standards and Practical Test 
Standards for Airline Transport Pilot, Type Ratings, Commercial 
Pilot, and Instrument Ratings.
* * * * *

Attachment 1 to Appendix C to Part 60--General Simulator Requirements

* * * * *

[[Page 75823]]

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[[Page 75824]]


[GRAPHIC] [TIFF OMITTED] TR09DE22.108


[[Page 75825]]


* * * * *

Attachment 2 to Appendix C to Part 60--FFS Objective Tests

* * * * *

[[Page 75826]]

[GRAPHIC] [TIFF OMITTED] TR09DE22.109


[[Page 75827]]


[GRAPHIC] [TIFF OMITTED] TR09DE22.110


[[Page 75828]]


[GRAPHIC] [TIFF OMITTED] TR09DE22.111

* * * * *

Attachment 3 to Appendix C to Part 60--Simulator Subjective Evaluation

* * * * *
[GRAPHIC] [TIFF OMITTED] TR09DE22.112

* * * * *

[[Page 75829]]

Attachment 4 to Appendix C to Part 60--Figure C4A--Sample Letter, 
Request for Initial, Upgrade, or Reinstatement Evaluation

Information
[GRAPHIC] [TIFF OMITTED] TR09DE22.113

* * * * *

[[Page 75830]]

Attachment 4 to Appendix C to Part 60--Figure C4C--Sample Letter of 
Compliance

Information
[GRAPHIC] [TIFF OMITTED] TR09DE22.114


[[Page 75831]]



Attachment 4 to Appendix C to Part 60--Figure C4D--Sample Qualification 
Test Guide Cover Page

Information
[GRAPHIC] [TIFF OMITTED] TR09DE22.115


[[Page 75832]]



Attachment 4 to Appendix C to Part 60--Figure C4E--Sample Statement of 
Qualification--Certificate

Information
[GRAPHIC] [TIFF OMITTED] TR09DE22.116

[GRAPHIC] [TIFF OMITTED] TR09DE22.129

* * * * *

0
43. In appendix D to part 60:
0
a. In the introductory ``Begin Information'' text:
0
i. Remove ``NSPM'' and add in its place the words ``Flight Standards 
Service'' in the first sentence; and
0
ii. Remove the phrase ``NSPM, or a person or persons assigned by the 
NSPM'' and add in its place the words ``responsible Flight Standards 
office'' in the last sentence.
0
b. In section 1:
0
i. Remove and reserve paragraph b.;
0
ii. Remove the last sentence of paragraph c.;

[[Page 75833]]

0
iii. In paragraph d.(12), add the words ``Flightcrew Member'' after 
``as amended,''; and
0
iv. Revise paragraph d.(28;
0
c. In section 11:
0
i. In paragraph o. introductory text, remove the words ``an NSP pilot'' 
and add in their place the words ``a pilot from the responsible Flight 
Standards office'' and remove the second instance of the word ``NSP'';
0
ii. In paragraph r.(1), remove the word ``NSP''; and
0
iii. In paragraph v., remove the phrase ``NSPM or visit the NSPM 
website'' and add in its place the words ``responsible Flight Standards 
office''.
0
d. In section 17, paragraph c., remove the word ``D4H'' and add in its 
place the word ``D4I'';
0
e. In attachment 1, in table D1A, revise the entry for 6.c.;
0
f. In attachment 2, in table D2A, revise the entries for 1.j.4. and 
2.a.;
0
g. In attachment 3:
0
i. In section 1, paragraph g., remove the first instance of the word 
``NPSM'' and add in its place the words ``responsible Flight Standards 
office'' and remove the last sentence; and
0
ii. Revise the introductory text to table D3C.
0
h. In attachment 4:
0
i. Remove the table of contents entry ``Figure A4C Sample Letter of 
Compliance'' and add in its place ``Figure D4C Sample Letter of 
Compliance'';
0
ii. Revise the table of contents entry ``Figure D4H Sample Continuing 
Qualification Evaluation Requirements Page'' to read ``Figure D4H 
[Reserved]'';
0
iii. Revise figures D4A, D4C, D4D, and D4E;
0
iv. Redesignate Figure A4H as Figure D4H; and
0
v. Remove and reserve newly redesignated Figure D4H.
0
i. Remove the word ``NSPM'' and in its place add the words 
``responsible Flight Standards office'' in the following places:
0
i. Section 1, paragraph c., the first two instances;
0
ii. Section 9, paragraphs d., d.(1), d.(1)(a), g., h., and i.;
0
iii. Section 10, paragraph a.;
0
iv. Section 11, paragraphs b.(2), b.(3), d., e.(2), f., g.(1), h., j., 
k., l., m., n., n.(2), o., p., q., r.(2), s., t., and w.;
0
v. Section 13, paragraphs a.(1), a.(3), a.(4), a.(5), d., i., and j.;
0
vi. Section 14, paragraphs a., d., h.;
0
vii. Section 17, paragraphs b.(1) and (2);
0
viii. Section 19 and 20;
0
ix. Attachment 2, section 2, paragraphs a., h., i., j., and k.; and
0
x. Attachment 3, section 1, paragraph f.
0
j. In appendix D to part 60, remove the word ``NSP'' from the following 
places:
0
i. Section 14, paragraph f.; and
0
ii. Attachment 3, paragraphs 2.c. and 2.d.

Appendix D to Part 60 Qualification Performance Standards for 
Helicopter Flight Training Devices

* * * * *

1. Introduction

* * * * *
    d. * * *
    (28) FAA Airman Certification Standards and Practical Test 
Standards for Airline Transport Pilot, Type Ratings, Commercial 
Pilot, and Instrument Ratings.
* * * * *

Attachment 1 to Appendix D to Part 60--General FTD Requirements

* * * * *

[[Page 75834]]

[GRAPHIC] [TIFF OMITTED] TR09DE22.117


[[Page 75835]]


* * * * *

Attachment 2 to Appendix D to Part 60--Flight Training Device (FTD) 
Objective Tests

* * * * *

[[Page 75836]]

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[[Page 75837]]


[GRAPHIC] [TIFF OMITTED] TR09DE22.119


[[Page 75838]]


* * * * *

Attachment 3 to Appendix D to Part 60--Flight Training Device (FTD) 
Subjective Evaluation

* * * * *
[GRAPHIC] [TIFF OMITTED] TR09DE22.120

* * * * *

Attachment 4 to Appendix D to Part 60--Sample Documents

Table of Contents
* * * * *
Figure D4C Sample Letter of Compliance
* * * * *
Figure D4H [Reserved]
* * * * *

Attachment 4 to Appendix D to Part 60--Figure D4A--Sample Letter, 
Request for Initial, Upgrade, or Reinstatement Evaluation

Information
[GRAPHIC] [TIFF OMITTED] TR09DE22.121


[[Page 75839]]


[GRAPHIC] [TIFF OMITTED] TR09DE22.122

* * * * *

[[Page 75840]]

Attachment 4 to Appendix D to Part 60--Figure D4C--Sample Letter of 
Compliance

Information
[GRAPHIC] [TIFF OMITTED] TR09DE22.123

[GRAPHIC] [TIFF OMITTED] TR09DE22.124


[[Page 75841]]



Attachment 4 to Appendix D to Part 60--Figure D4D--Sample Qualification 
Test Guide Cover Page

Information
[GRAPHIC] [TIFF OMITTED] TR09DE22.125

[GRAPHIC] [TIFF OMITTED] TR09DE22.126


[[Page 75842]]



Attachment 4 to Appendix D to Part 60--Figure D4E--Sample Statement of 
Qualification--Certificate

Information
[GRAPHIC] [TIFF OMITTED] TR09DE22.130

* * * * *

0
44. In appendix E to part 60:
0
a. Remove the word ``NSPM'' and in its place add the words 
``responsible Flight Standards office'' in paragraphs a., b., d.(2), 
d.(3), e., f., g., h., h.(4), i.(1), j.(2)(b), and j.(4)(d).
0
b. Remove the word ``NSPM'' in paragraphs h.(1) and (2).
0
c. Remove paragraph i.(4).
0
d. Revise table E1.

    The revision reads as follows:

Appendix E to Part 60 Qualification Performance Standards for Quality 
Management Systems for Flight Simulation Training Devices

* * * * *

[[Page 75843]]



                                    Table E1--FSTD Quality Management System
----------------------------------------------------------------------------------------------------------------
              Entry No.                                 QPS Requirement                  Information (Reference)
----------------------------------------------------------------------------------------------------------------
E1.1.................................  A QMS manual that prescribes the policies,        Sec.   60.5(a).
                                        processes, or procedures outlined in this table.
E1.2.................................  A policy, process, or procedure specifying how    Sec.   60.5(b).
                                        the sponsor will identify deficiencies in the
                                        QMS.
E1.3.................................  A policy, process, or procedure specifying how    Sec.   60.5(b).
                                        the sponsor will document how the QMS program
                                        will be changed to address deficiencies.
E1.4.................................  A policy, process, or procedure specifying how    Sec.   60.5(c).
                                        the sponsor will address proposed program
                                        changes (for programs that do not meet the
                                        minimum requirements as notified by the
                                        responsible Flight Standards office) to the
                                        responsible Flight Standards office and receive
                                        approval prior to their implementation.
E1.5.................................  A policy, process, or procedure specifying how    Sec.   60. 7(b)(5).
                                        the sponsor will document that at least one
                                        FSTD is used within the sponsor's FAA-approved
                                        flight training program for the aircraft or set
                                        of aircraft at least once within the 12-month
                                        period following the initial or upgrade
                                        evaluation conducted by the responsible Flight
                                        Standards office and at least once within each
                                        subsequent 12-month period thereafter.
E1.6.................................  A policy, process, or procedure specifying how    Sec.   60.7(b)(6).
                                        the sponsor will document that at least one
                                        FSTD is used within the sponsor's FAA-approved
                                        flight training program for the aircraft or set
                                        of aircraft at least once within the 12-month
                                        period following the first continuing
                                        qualification evaluation conducted by the
                                        responsible Flight Standards office and at
                                        least once within each subsequent 12-month
                                        period thereafter.
E1.7.................................  A policy, process, or procedure specifying how    Sec.   60.5(b)(7) and
                                        the sponsor will obtain an annual written         Sec.   60.7(d)(2).
                                        statement from a qualified pilot (who has flown
                                        the subject aircraft or set of aircraft during
                                        the preceding 12-month period) that the
                                        performance and handling qualities of the
                                        subject FSTD represents the subject aircraft or
                                        set of aircraft (within the normal operating
                                        envelope). Required only if the subject FSTD is
                                        not used in the sponsor's FAA-approved flight
                                        training program for the aircraft or set of
                                        aircraft at least once within the preceding 12-
                                        month period.
E1.8.................................  A policy, process, or procedure specifying how    Sec.   60.9(b)(1).
                                        independent feedback (from persons recently
                                        completing training, evaluation, or obtaining
                                        flight experience; instructors and check airmen
                                        using the FSTD for training, evaluation or
                                        flight experience sessions; and FSTD
                                        technicians and maintenance personnel) will be
                                        received and addressed by the sponsor regarding
                                        the FSTD and its operation.
E1.9.................................  A policy, process, or procedure specifying how    Sec.   60.9(b)(2).
                                        and where the FSTD SOQ will be posted, or
                                        accessed by an appropriate terminal or display,
                                        in or adjacent to the FSTD.
E1.10................................  A policy, process, or procedure specifying how    Sec.   60.9(c) and
                                        the sponsor's management representative (MR) is   Appendix E,
                                        selected and identified by name to the            paragraph(d).
                                        responsible Flight Standards office.
E1.11................................  A policy, process, or procedure specifying the    Sec.   60.9(c)(2), (3),
                                        MR authority and responsibility for the           and (4).
                                        following:
E1.11.a..............................  Monitoring the on-going qualification of          .......................
                                        assigned FSTDs to ensure all matters regarding
                                        FSTD qualification are completed as required by
                                        this part.
E1.11.b..............................  Ensuring that the QMS is properly maintained by   .......................
                                        overseeing the QMS policies, practices, or
                                        procedures and modifying as necessary.
E1.11.c..............................  Regularly briefing sponsor's management on the    .......................
                                        status of the on-going FSTD qualification
                                        program and the effectiveness and efficiency of
                                        the QMS.
E1.11.d..............................  Serving as the primary contact point for all      .......................
                                        matters between the sponsor and the responsible
                                        Flight Standards office regarding the
                                        qualification of assigned FSTDs.
E1.11.e..............................  Delegating the MR assigned duties to an           .......................
                                        individual at each of the sponsor's locations,
                                        as appropriate.
E1.12................................  A policy, process, or procedure specifying how    Sec.   60.13; QPS
                                        the sponsor will:.                                Appendices A, B, C,
                                                                                          and D.
E1.12.a..............................  Ensure that the data made available to the        .......................
                                        responsible Flight Standards office (the
                                        validation data package) includes the aircraft
                                        manufacturer's flight test data (or other data
                                        approved by the responsible Flight Standards
                                        office) and all relevant data developed after
                                        the type certificate was issued (e.g., data
                                        developed in response to an airworthiness
                                        directive) if the data results from a change in
                                        performance, handling qualities, functions, or
                                        other characteristics of the aircraft that must
                                        be considered for flight crewmember training,
                                        evaluation, or experience requirements.
E1.12.b..............................  Notify the responsible Flight Standards office    .......................
                                        within 10 working days of becoming aware that
                                        an addition to or a revision of the flight
                                        related data or airplane systems related data
                                        is available if this data is used to program or
                                        operate a qualified FSTD.
E1.12.c..............................  Maintain a liaison with the manufacturer of the   .......................
                                        aircraft being simulated (or with the holder of
                                        the aircraft type certificate for the aircraft
                                        being simulated if the manufacturer is no
                                        longer in business), and if appropriate, with
                                        the person who supplied the aircraft data
                                        package for the FFS for the purposes of
                                        receiving notification of data package changes.
E1.13................................  A policy, process, or procedure specifying how    Sec.   60.14.
                                        the sponsor will make available all special
                                        equipment and qualified personnel needed to
                                        conduct tests during initial, continuing
                                        qualification, or special evaluations.

[[Page 75844]]

 
E1.14................................  A policy, process, or procedure specifying how    Sec.   60.15(a)-(d);
                                        the sponsor will submit to the responsible        Sec.   60.15(b); Sec.
                                        Flight Standards office a request to evaluate      60.15(b)(i); Sec.
                                        the FSTD for initial qualification at a           60.15(b)(ii); Sec.
                                        specific level and simultaneously request the     60.15(b)(iii).
                                        TPAA forward a concurring letter to the
                                        responsible Flight Standards office; including
                                        how the MR will use qualified personnel to
                                        confirm the following:.
E1.14.a..............................  That the performance and handling qualities of    .......................
                                        the FSTD represent those of the aircraft or set
                                        of aircraft within the normal operating
                                        envelope.
E1.14.b..............................  The FSTD systems and sub-systems (including the   .......................
                                        simulated aircraft systems) functionally
                                        represent those in the aircraft or set of
                                        aircraft.
E1.14.c..............................  The flight deck represents the configuration of   .......................
                                        the specific type or aircraft make, model, and
                                        series aircraft being simulated, as appropriate.
E1.15................................  A policy, process, or procedure specifying how    Sec.   60.15(e).
                                        the subjective and objective tests are
                                        completed at the sponsor's training facility
                                        for an initial evaluation.
E1.16................................  A policy, process, or procedure specifying how    Sec.   60.15(h).
                                        the sponsor will update the QTG with the
                                        results of the FAA-witnessed tests and
                                        demonstrations together with the results of the
                                        objective tests and demonstrations after the
                                        responsible Flight Standards office completes
                                        the evaluation for initial qualification.
E1.17................................  A policy, process, or procedure specifying how    Sec.   60.15(i).
                                        the sponsor will make the MQTG available to the
                                        responsible Flight Standards office upon
                                        request.
E1.18................................  A policy, process, or procedure specifying how    Sec.   60.16(a);
                                        the sponsor will apply to the responsible        Sec.   60.16(a)(1)(i);
                                        Flight Standards office for additional            and
                                        qualification(s) to the SOQ.                     Sec.   60.16(a)(1)(ii).
E1.19................................  A policy, process, or procedure specifying how    Sec.   60.19(a)(1)
                                        the sponsor completes all required Attachment 2  QPS Appendices A, B, C,
                                        objective tests each year in a minimum of four    or D.
                                        evenly spaced inspections as specified in the
                                        appropriate QPS.
E1.20................................  A policy, process, or procedure specifying how    Sec.   60.19(a)(2) QPS
                                        the sponsor completes and records a functional    Appendices A, B, C, or
                                        preflight check of the FSTD within the            D.
                                        preceding 24 hours of FSTD use, including a
                                        description of the functional preflight.
E1.21................................  A policy, process, or procedure specifying how    Sec.   60.19(b)(2).
                                        the sponsor schedules continuing qualification
                                        evaluations with the responsible Flight
                                        Standards office.
E1.22................................  A policy, process, or procedure specifying how    Sec.   60.19(b)(5)-(6).
                                        the sponsor ensures that the FSTD has received
                                        a continuing qualification evaluation at the
                                        interval described in the MQTG.
E1.23................................  A policy, process, or procedure describing how    Sec.   60.19(c);
                                        discrepancies are recorded in the FSTD           Sec.   60.19(c)(2)(i);
                                        discrepancy log, including.                      Sec.   60.19(c)(2)(ii).
E1.23.a..............................  A description of how the discrepancies are        .......................
                                        entered and maintained in the log until
                                        corrected.
E1.23.b..............................  A description of the corrective action taken for  .......................
                                        each discrepancy, the identity of the
                                        individual taking the action, and the date that
                                        action is taken.
E1.24................................  A policy, process, or procedure specifying how    Sec.
                                        the discrepancy log is kept in a form and         60.19(c)(2)(iii).
                                        manner acceptable to the Administrator and kept
                                        in or adjacent to the FSTD. (An electronic log
                                        that may be accessed by an appropriate terminal
                                        or display in or adjacent to the FSTD is
                                        satisfactory.).
E1.25................................  A policy, process, or procedure that requires     Sec.   60.20.
                                        each instructor, check airman, or
                                        representative of the Administrator conducting
                                        training, evaluation, or flight experience, and
                                        each person conducting the preflight
                                        inspection, who discovers a discrepancy,
                                        including any missing, malfunctioning, or
                                        inoperative components in the FSTD, to write or
                                        cause to be written a description of that
                                        discrepancy into the discrepancy log at the end
                                        of the FSTD preflight or FSTD use session.
E1.26................................  A policy, process, or procedure specifying how    Sec.   60.21(c).
                                        the sponsor will apply for initial
                                        qualification based on the final aircraft data
                                        package approved by the aircraft manufacturer
                                        if operating an FSTD based on an interim
                                        qualification.
E1.27................................  A policy, process, or procedure specifying how    Sec.   60.23(a)(1)-(2).
                                        the sponsor determines whether an FSTD change
                                        qualifies as a modification as defined in Sec.
                                         60.23.
E1.28................................  A policy, process, or procedure specifying how    Sec.   60.23(b).
                                        the sponsor will ensure the FSTD is modified in
                                        accordance with any FSTD Directive regardless
                                        of the original qualification basis.
E1.29................................  A policy, process, or procedure specifying how    Sec.
                                        the sponsor will notify the responsible Flight    60.23(c)(1)(i),(ii),
                                        Standards office and TPAA of their intent to      and (iv).
                                        use a modified FSTD and to ensure that the
                                        modified FSTD will not be used prior to:.
E1.29.a..............................  Twenty-one days since the sponsor notified the    .......................
                                        responsible Flight Standards office and the
                                        TPAA of the proposed modification and the
                                        sponsor has not received any response from
                                        either the responsible Flight Standards office
                                        or the TPAA; or.
E1.29.b..............................  Twenty-one days since the sponsor notified the    .......................
                                        responsible Flight Standards office and the
                                        TPAA of the proposed modification and one has
                                        approved the proposed modification and the
                                        other has not responded; or.
E1.29.c..............................  The FSTD successfully completing any evaluation   .......................
                                        the responsible Flight Standards office may
                                        require in accordance with the standards for an
                                        evaluation for initial qualification or any
                                        part thereof before the modified FSTD is placed
                                        in service.
E1.30................................  A policy, process, or procedure specifying how,   Sec.   60.23(d)-(e).
                                        after an FSTD modification is approved by the
                                        responsible Flight Standards office, the
                                        sponsor will:

[[Page 75845]]

 
E1.30.a..............................  Post an addendum to the SOQ until as the          .......................
                                        responsible Flight Standards office issues a
                                        permanent, updated SOQ.
E1.30.b..............................  Update the MQTG with current objective test       .......................
                                        results and appropriate objective data for each
                                        affected objective test or other MQTG section
                                        affected by the modification.
E1.30.c..............................  File in the MQTG the requirement from the         .......................
                                        responsible Flight Standards office to make the
                                        modification and the record of the modification
                                        completion.
E1.31................................  A policy, process, or procedure specifying how    Sec.   60.25(b)-(c),
                                        the sponsor will track the length of time a       and
                                        component has been missing, malfunctioning, or   QPS Appendices
                                        inoperative (MMI), including:.                   A, B, C, or D.
E1.31.a..............................  How the sponsor will post a list of MMI           .......................
                                        components in or adjacent to the FSTD.
E1.31.b..............................  How the sponsor will notify the responsible       .......................
                                        Flight Standards office if the MMI has not been
                                        repaired or replaced within 30 days.*.
E1.32................................  A policy, process, or procedure specifying how    Sec.   60.27(a)(3).
                                        the sponsor will notify the responsible Flight
                                        Standards office and how the sponsor will seek
                                        requalification of the FSTD if the FSTD is
                                        moved and reinstalled in a different location.
E1.33................................  A policy, process, or procedure specifying how    Sec.   60.31.
                                        the sponsor will maintain control of the
                                        following: (The sponsor must specify how these
                                        records are maintained in plain language form
                                        or in coded form; but if the coded form is
                                        used, the sponsor must specify how the
                                        preservation and retrieval of information will
                                        be conducted.).
E1.33.a..............................  The MQTG and each amendment.....................  .......................
E1.33.b..............................  A record of all FSTD modifications required by    .......................
                                        this part since the issuance of the original
                                        SOQ.
E1.33.c..............................  Results of the qualification evaluations          .......................
                                        (initial and each upgrade) since the issuance
                                        of the original SOQ.
E1.33.d..............................  Results of the objective tests conducted in       .......................
                                        accordance with this part for a period of 2
                                        years.
E1.33.e..............................  Results of the previous three continuing          .......................
                                        qualification evaluations, or the continuing
                                        qualification evaluations from the previous 2
                                        years, whichever covers a longer period..
E1.33.f..............................  Comments obtained in accordance with Sec.         .......................
                                        60.9(b);.
E1.33.g..............................  A record of all discrepancies entered in the      .......................
                                        discrepancy log over the previous 2 years,
                                        including the following:
E1.33.g.1............................  A list of the components or equipment that were   .......................
                                        or are missing, malfunctioning, or inoperative.
E1.33.g.2............................  The action taken to correct the discrepancy.....  .......................
E1.33.g.3............................  The date the corrective action was taken........  .......................
E1.33.g.4............................  The identity of the person determining that the   .......................
                                        discrepancy has been corrected..
----------------------------------------------------------------------------------------------------------------
* Note: If the sponsor has an approved discrepancy prioritization system, this item is satisfied by describing
  how discrepancies are prioritized, what actions are taken, and how the sponsor will notify the responsible
  Flight Standards office if the MMI has not been repaired or replaced within the specified timeframe.

Appendix F to Part 60--[Amended]

0
45. In appendix F to part 60:
0
a. In section 2, remove the word ``NSPM'' and in its place add the 
words ``responsible Flight Standards office'' and remove the phrase 
``National Simulator Program Manager (NSPM)--the FAA manager 
responsible for the overall administration and direction of the 
National Simulator Program (NSP), or a person approved by that FAA 
manager.''; and
0
b. In section 3, remove the phrase ``NSPM National Simulator Program 
Manager''.

PART 61--CERTIFICATION: PILOTS, FLIGHT INSTRUCTORS, AND GROUND 
INSTRUCTORS

0
46. The authority citation for part 61 continues to read as follows:

    Authority:  49 U.S.C. 106(f), 106(g), 40113, 44701-44703, 44707, 
44709-44711, 44729, 44903, 45102-45103, 45301-45302; Sec. 2307 Pub. 
L. 114-190, 130 Stat. 615 (49 U.S.C. 44703 note).


Sec.  61.58  [Amended]

0
47. Amend Sec.  61.58 by removing paragraphs (j) and (k).


Sec.  61.313  [Amended]

0
48. Amend Sec.  61.313 in paragraph (h)(1) by removing the word 
``light'' and adding in its place the word ``flight''.

PART 67--MEDICAL STANDARDS AND CERTIFICATION

0
49. The authority citation for part 67 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701-44703, 44707, 44709-
44711, 45102-45103, 45301-45303.


Sec.  67.4  [Amended]

0
50. Amend Sec.  67.4 in paragraph (b) by removing the numbers ``26200'' 
and adding in their place the numbers ``25082''.


Sec.  67.409  [Amended]

0
51. Amend Sec.  67.409 in paragraph (a) by removing the phrase ``and in 
duplicate'' and by removing the numbers ``26080'' and adding in their 
place the numbers ``25082''.

PART 73--SPECIAL USE AIRSPACE

0
52. The authority citation for part 73 continues to read as follows:

    Authority:  49 U.S.C. 106(f), 106(g), 40103, 40113, 40120; E.O. 
10854, 24 FR 9565, 3 CFR, 1959-1963 Comp., p. 389.

0
53. Amend Sec.  73.19 by revising paragraphs (a), (b) introductory 
text, and (c) to read as follows:


Sec.  73.19  Reports by using agency.

    (a) Each using agency must prepare a report on the use of each 
restricted area assigned thereto during any part of the preceding 12-
month period ended September 30, and transmit it by the following 
January 31 of each year to the Manager, Operations Support Group in

[[Page 75846]]

the ATO Service Center office of the Federal Aviation Administration 
having jurisdiction over the area in which the restricted area is 
located, with a copy to the Manager, Airspace Policy Group, Federal 
Aviation Administration, 800 Independence Avenue SW, Washington, DC 
20591.
    (b) In the report under this section the using agency must:
* * * * *
    (c) If it is determined that the information submitted under 
paragraph (b) of this section is not sufficient to evaluate the nature 
and extent of the use of a restricted area, the FAA may request the 
using agency to submit supplementary reports. Within 60 days after 
receiving a request for additional information, the using agency must 
submit such information as the FAA Service Center Operations Support 
Group Manager considers appropriate. Supplementary reports must be sent 
to the FAA officials designated in paragraph (a) of this section.

PART 91--GENERAL OPERATING AND FLIGHT RULES

0
54. The authority citation for part 91 continues to read as follows:

    Authority:  49 U.S.C. 106(f), 106(g), 40101, 40103, 40105, 
40113, 40120, 44101, 44111, 44701, 44704, 44709, 44711, 44712, 
44715, 44716, 44717, 44722, 46306, 46315, 46316, 46504, 46506-46507, 
47122, 47508, 47528-47531, 47534, Pub. L. 114-190, 130 Stat. 615 (49 
U.S.C. 44703 note); articles 12 and 29 of the Convention on 
International Civil Aviation (61 Stat. 1180), (126 Stat. 11).


Sec.  91.9  [Amended]

0
55. Amend Sec.  91.9 in paragraph (c) by removing the phrase ``part 
45'' and adding in its place the phrase ``part 45 or 48''.


Sec.  91.157  [Amended]

0
56. Amend Sec.  91.157 in paragraph (b)(4) introductory text by adding 
the word ``less'' after the phrase ``6 degrees or'' and by removing the 
word ``more'' before the phrase ``below the horizon''.


Sec.  91.203  [Amended]

0
57. Amend Sec.  91.203 in paragraph (a)(1) by removing the phrase 
``part 47'' and adding in its place the phrase ``part 47 or 48''.


Sec.  91.511  [Amended]

0
58. Amend Sec.  91.511 in paragraph (a) introductory text by adding the 
words ``operating under this subpart'' after the word ``person'' in the 
first sentence.


Sec.  91.609  [Amended]

0
59. Amend Sec.  91.609 in paragraph (g) by adding the words ``49 CFR'' 
before both instances of the words ``part 830''.


Sec.  91.1001  [Amended]

0
60. Amend Sec.  91.1001 in paragraph (b)(9) by removing ``(b)(1)(v)'' 
and adding in its place ``(b)(5)(vi)''.

PART 97--STANDARD INSTRUMENT PROCEDURES

0
61. The authority citation for part 97 continues to read as follows:

    Authority:  49 U.S.C. 106(f), 106(g), 40103, 40106, 40113, 
40114, 40120, 44502, 44514, 44701, 44719, and 44721-44722.


Sec.  97.20  [Amended]

0
62. Amend Sec.  97.20 in paragraph (b) by:
0
a. Removing the phrase ``FAA's Rules Docket (AGC-200) and at the 
National Flight Data Center, 800 Independence Avenue SW., Washington, 
DC 20590'' and adding in its place the phrase ``U.S. Department of 
Transportation, Docket Operations, 1200 New Jersey Avenue SE, West 
Building Ground Floor, Room W12-140, Washington, DC 20590, and at 
Aeronautical Information Services, 1305 East-West Highway, Silver 
Spring, MD 20910''; and
0
b. Removing the phrase ``call 202-741-6030'' and adding in its place 
the words phrase ``email: [email protected]''.

PART 101--MOORED BALLOONS, KITES, AMATEUR ROCKETS, UNMANNED FREE 
BALLOONS

0
63. The authority citation for part 101 continues to read as follows:

    Authority:  49 U.S.C. 106(f), 106(g), 40101 note, 40103, 40113-
40114, 45302, 44502, 44514, 44701-44702, 44721, 46308.


Sec.  101.21  [Amended]

0
64. Amend Sec.  101.21 in paragraph (a) by removing citation ``Sec.  
101.25(b)(7)(ii)'' and adding in its place citation ``Sec.  
101.25(g)(2)''.

PART 107--SMALL UNMANNED AIRCRAFT SYSTEMS

0
65. The authority citation for part 107 continues to read as follows:

    Authority:  49 U.S.C. 106(f), 40101 note, 40103(b), 44701(a)(5), 
44807.

0
66. Revise the heading for Sec.  107.9 to read as follows:


Sec.  107.9  Safety event reporting.

* * * * *

PART 121--OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL 
OPERATIONS

0
67. The authority citation for part 121 continues to read as follows:

    Authority:  49 U.S.C. 106(f), 106(g), 40103, 40113, 40119, 
41706, 42301 preceding note added by Pub. L. 112-95, sec. 412, 126 
Stat. 89, 44101, 44701-44702, 44705, 44709-44711, 44713, 44716-
44717, 44722, 44729, 44732; 46105; Pub. L. 111-216, 124 Stat. 2348 
(49 U.S.C. 44701 note); Pub. L. 112-95 126 Stat 62 (49 U.S.C. 44732 
note).


Sec.  121.310  [Amended]

0
68. Amend Sec.  121.310 in paragraph (b)(2)(iii) by removing the words 
``turbopropeller powered'' and adding in their place the words 
``turbopropeller-powered''.


Sec.  121.311  Seats, safety belts, and shoulder harnesses. [Amended]

0
69. Amend Sec.  121.311 in paragraph (b)(2)(ii)(C) introductory text by 
removing the citation ``(B)(2)(ii)(A)'' and adding in its place the 
citation ``(b)(2)(ii)(A)''.


Sec.  121.359  [Amended]

0
70. Amend Sec.  121.359 in paragraph (h) by adding the phrase ``49 
CFR'' before both instances of the phrase ``part 830''.


Sec.  121.391  [Amended]

0
71. Amend Sec.  121.391 in paragraph (d) by removing the word 
``exists'' and adding in its place the word ``exits''.


Sec.  121.523  [Amended]

0
72. Amend Sec.  121.523 in paragraph (c) by removing the second 
instance of the word ``duty'' in the third sentence and adding in its 
place the word ``during''.


Sec.  121.703  [Amended]

0
73. Amend Sec.  121.703 in paragraph (f) by removing the citation ``14 
CFR part 830'' and adding in its place the citation ``49 CFR part 
830''.


Sec.  121.909  [Amended]

0
74. Amend Sec.  121.909 in paragraph (a) by removing the phrase ``made, 
through the FAA office responsible for approval of the certificate 
holder's operations specifications, to the Manager of the Air 
Transportation Division'' and adding in its place the phrase ``made to 
the responsible Flight Standards office''.


Sec.  121.923  [Amended]

0
75. Amend Sec.  121.923 in paragraph (a)(2) by removing the phrase 
``made, through the FAA office directly responsible for oversight of 
the training provider, to the Manager of the Air Transportation 
Division'' and adding in

[[Page 75847]]

its place the phrase ``made to the responsible Flight Standards 
office''.

0
76. Amend Sec.  121.1115 by revising table 2 to read as follows:


Sec.  121.1115  Limit of validity.

* * * * *

              Table 2--Airplanes Excluded From Sec.   26.21
------------------------------------------------------------------------
                                                          Default LOV
                                                         [flight cycles
                    Airplane model                       (FC) or flight
                                                          hours (FH)]
------------------------------------------------------------------------
Airbus:
    Caravelle........................................   15,000 FC/24,000
                                                                      FH
Avions Marcel Dassault:
    Breguet Aviation Mercure 100C....................   20,000 FC/16,000
                                                                      FH
Boeing:
    Boeing 707 (-100 Series and -200 Series).........          20,000 FC
    Boeing 707 (-300 Series and -400 Series).........          20,000 FC
    Boeing 720.......................................          30,000 FC
Bombardier:
    CL-44D4 and CL-44J...............................          20,000 FC
    BD-700...........................................          15,000 FC
Bristol Aeroplane Company:
    Britannia 305....................................          10,000 FC
British Aerospace Airbus, Ltd.:
    BAC 1-11 (all models)............................          85,000 FC
British Aerospace (Commercial Aircraft) Ltd.:
    Armstrong Whitworth Argosy A.W. 650 Series 101...          20,000 FC
BAE Systems (Operations) Ltd.:
    BAe 146-100A (all models)........................          50,000 FC
    BAe 146-200-07...................................          50,000 FC
    BAe 146-200-07 Dev...............................          50,000 FC
    BAe 146-200-11...................................          50,000 FC
    BAe 146-200-07A..................................          47,000 FC
    BAe 146-200-11 Dev...............................          43,000 FC
    BAe 146-300 (all models).........................          40,000 FC
    Avro 146-RJ70A (all models)......................          40,000 FC
    Avro 146-RJ85A and 146-RJ100A (all models).......          50,000 FC
D & R Nevada, LLC:
    Convair Model 22.................................  1,000 FC/1,000 FH
    Convair Model 23M................................  1,000 FC/1,000 FH
deHavilland Aircraft Company, Ltd.:
    D.H. 106 Comet 4C................................           8,000 FH
Gulfstream:
    GV...............................................          40,000 FH
    GV-SP............................................          40,000 FH
Ilyushin Aviation Complex:
    IL-96T...........................................   10,000 FC/30,000
                                                                      FH
Lockhead:
    300-50A01(USAF C 141A)...........................          20,000 FC
------------------------------------------------------------------------

* * * * *

PART 125-- CERTIFICATION AND OPERATIONS: AIRPLANES HAVING A SEATING 
CAPACITY OF 20 OR MORE PASSENGERS OR A MAXIMUM PAYLOAD CAPACITY OF 
6,000 POUNDS OR MORE; AND RULES GOVERNING PERSONS ON BOARD SUCH 
AIRCRAFT

0
77. The authority citation for part 125 continues to read as follows:

    Authority:  49 U.S.C. 106(f), 106(g), 40113, 44701-44702, 44705, 
44710-44711, 44713, 44716-44717, 44722.


Sec.  125.285  [Amended]

0
78. Amend Sec.  125.285 in paragraph (d) by removing the citation 
``(c)(3)'' and adding in its place the citation ``(c)(2)''.

PART 129--OPERATIONS: FOREIGN AIR CARRIERS AND FOREIGN OPERATORS OF 
U.S.-REGISTERED AIRCRAFT ENGAGED IN COMMON CARRIAGE

0
79. The authority citation for part 129 continues to read as follows:

    Authority:  49 U.S.C. 1372, 40113, 40119, 44101, 44701-44702, 
44705, 44709-44711, 44713, 44716-44717, 44722, 44901-44904, 44906, 
44912, 46105, Pub. L. 107-71 sec. 104.


Sec.  129.18  [Amended]

0
80. Amend Sec.  129.18 in paragraph (b) introductory text by removing 
the word ``or'' and adding in its place the word ``of''.

0
81. Amend Sec.  129.115 by revising table 2 to read as follows:


Sec.  129.115  Limit of validity.

* * * * *

[[Page 75848]]



              Table 2--Airplanes Excluded From Sec.   26.21
------------------------------------------------------------------------
                                             Default LOV [flight cycles
              Airplane model                 (FC) or flight hours (FH)]
------------------------------------------------------------------------
Airbus:
    Caravelle.............................           15,000 FC/24,000 FH
Avions Marcel Dassault:
    Breguet Aviation Mercure 100C.........           20,000 FC/16,000 FH
Boeing:
    Boeing 707 (-100 Series and -200                           20,000 FC
     Series)..............................
    Boeing 707 (-300 Series and -400                           20,000 FC
     Series)..............................
    Boeing 720............................                     30,000 FC
Bombardier:
    CL-44D4 and CL-44J....................                     20,000 FC
    BD-700................................                     15,000 FC
Bristol Aeroplane Company:
    Britannia 305.........................                     10,000 FC
British Aerospace Airbus, Ltd.:
    BAC 1-11 (all models).................                     85,000 FC
British Aerospace (Commercial Aircraft)
 Ltd.:
    Armstrong Whitworth Argosy A.W. 650                        20,000 FC
     Series 101...........................
BAE Systems (Operations) Ltd.:
    BAe 146-100A (all models).............                     50,000 FC
    BAe 146-200-07........................                     50,000 FC
    BAe 146-200-07 Dev....................                     50,000 FC
    BAe 146-200-11........................                     50,000 FC
    BAe 146-200-07A.......................                     47,000 FC
    BAe 146-200-11 Dev....................                     43,000 FC
    BAe 146-300 (all models)..............                     40,000 FC
    Avro 146-RJ70A (all models)...........                     40,000 FC
    Avro 146-RJ85A and 146-RJ100A (all                         50,000 FC
     models)..............................
D & R Nevada, LLC:
    Convair Model 22......................             1,000 FC/1,000 FH
    Convair Model 23M.....................             1,000 FC/1,000 FH
deHavilland Aircraft Company, Ltd.:
    D.H. 106 Comet 4C.....................                      8,000 FH
Gulfstream:
    GV....................................                     40,000 FH
    GV-SP.................................                     40,000 FH
Ilyushin Aviation Complex:
    IL-96T................................           10,000 FC/30,000 FH
Lockheed:
    300-50A01 (USAF C 141A)...............                     20,000 FC
------------------------------------------------------------------------

* * * * *

PART 135--OPERATING REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS 
AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT

0
82. The authority citation for part 135 continues to read as follows:

    Authority:  49 U.S.C. 106(f), 106(g), 40113, 41706, 44701-44702, 
44705, 44709, 44711-44713, 44715-44717, 44722, 44730, 45101-45105; 
Public Law 112-95, 126 Stat. 58 (49 U.S.C. 44730).


Sec.  135.415  [Amended]

0
83. Amend Sec.  135.415 in paragraph (f) by adding the words ``49 CFR'' 
before the words ``part 830''.

PART 141--PILOT SCHOOLS

0
84. The authority citation for part 141 continues to read as follows:

    Authority:  49 U.S.C. 106(f), 106(g), 40113, 44701-44703, 44707, 
44709, 44711, 45102-45103, 45301-45302.

0
85. Amend appendix I to part 141 by revising paragraph 4.(a)(3)(ii) and 
adding paragraphs 4.(i)(2)(i) and (ii) to read as follows:

Appendix I to Part 141--Additional Aircraft Category and/or Class 
Rating Course

* * * * *
    4. Flight Training
    (a) * * *
    (3) * * *
    (ii) Ten hours of training in a complex airplane, a turbine-
powered airplane, or a technically advanced airplane that meets the 
requirements of Sec.  61.129(j), or any combination thereof. The 
airplane must be appropriate to land or sea for the rating sought;
* * * * *
    (i) * * *
    (2) * * *
    (i) Five training flights in a glider with a certificated flight 
instructor on the launch/tow procedures approved for the course and 
on the appropriate approved areas of operation listed in appendix D 
of part 141, paragraph 4.(d)(6); and
    (ii) Three training flights in a glider with a certificated 
flight instructor in preparation for the practical test within 2 
calendar months preceding the date of the test.
* * * * *

PART 183--REPRESENTATIVES OF THE ADMINISTRATOR

0
86. The authority citation for part 183 continues to read as follows:

    Authority:  31 U.S.C. 9701; 49 U.S.C. 106(f), 106(g), 40113, 
44702, 45303.


Sec.  183.11  [Amended]

0
87. Amend Sec.  183.11 in paragraph (d) by:
0
a. Removing the words ``Associate Administrator for Air Traffic'' and 
adding in their place the words ``Associate Administrator for Aviation 
Safety''; and

[[Page 75849]]

0
b. Adding the word ``Designated'' before the phrase ``Air Traffic 
Control Tower Operator Examiners''.

0
88. Amend Sec.  183.25 by revising paragraph (c) to read as follows:


Sec.  183.25  Technical personnel examiners.

* * * * *
    (c) A designated air traffic control tower operator examiner may--
    (1) Accept applications for, and conduct, written and practical 
tests necessary for issuing control tower operator certificates under 
part 65 of this chapter; and
    (2) In the discretion of the Associate Administrator for Aviation 
Safety issue temporary control tower operator certificates to qualified 
applicants.
* * * * *

PART 440--FINANCIAL RESPONSIBILITY

0
89. The authority citation for part 440 continues to read as follows:

    Authority:  51 U.S.C. 50901-50923.

0
90. Amend Sec.  440.19 by adding paragraphs (a)(1) and (2) to read as 
follows:


Sec.  440.19  United States payment of excess third-party liability 
claims.

    (a) * * *
    (1) Exceeds the amount of insurance required under Sec.  440.9(b); 
and
    (2) Is not more than $1,500,000,000 (as adjusted for inflation 
occurring after January 1, 1989) above that amount.
* * * * *

    Issued under authority provided by 49 U.S.C. 106(f), 44701(a), 
and 44703 in Washington, DC, on October 21, 2022.
Brandon Roberts,
Executive Director, Office of Rulemaking.
[FR Doc. 2022-23327 Filed 12-8-22; 8:45 am]
BILLING CODE 4910-13-P


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