certified to, with phase 3 simulators the most sophisticated, equal to today’s Level C/D. At this point, the marketplace was influenced because the phase 3 simulator could now be used for initial training. Current FAA regulations (Part60) were being developed
starting in 1997 and were not completed and released until 2006. The purpose of part 60 was to put in one place all sim- ulation regulation and guidance. Part 60 includes flight training devices levels 5-7 and FFS (full flight simulators) A- C/D. FAR part 60 is under the cognizance and control of the National Simulator Program Office (AFS-205) and the National Sim Team. FAR 60 has not been a direct driver in the simulation marketplace. It has however, brought clarity to flight simulator design and development and is definitely a help to the simulator OEMs. The helicopter simulation evolution really occurred
about 15 years later than the airlines. With the increased sophistication and size of helicopters, utilization by on- demand charter, EMS and law enforcement operations that fall under FAR 135; there are many FTDs and FFS simula- tors being used by operators and flight academies, such as Flight Safety and Simuflight. The results of this investigation reveal the following as it
relates to the impact of regulations of the overall simulator marketplace: • There was little or no impact in the beginning because there were no regulations!
• Right from the beginning, the sim market place was driven primarily by economic and cost considerations that allowed training to be conducted in the simulator instead of using the aircraft. Initial simulator training involved such things as start-up, systems manage- ment and control, and shut-down.
• Starting in the mid 70’s, when the FAA approved internal flight training for airlines; regulations began to affect simulator acquisitions.
• By 1977, the FAA was working with OEMs to develop testing and evaluation criteria for simulators that resulted in specific credit being given for specific sim- ulators. A factor, but still not a primary driving factor.
• 1980 saw the development of FFS (motion based) resulting in, at the highest level, simulation being credited for recurrent and initial training for large transport category aircraft requiring a type rating.
• 1996-2006 FAR part 60 simulator regulation devel- oped that defines all aspect of requirements.
flight simulator
Conclusion For this category of simulation, regulation had very lit-
tle to do with driving the market place until the 1970’s, where it became necessary to meet the regulations. It should be noted that for this type of training, simulators improve
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