|Hi Gino Under (Gino?),
Thanks for that great response. I'd like to elaborate on some of the points you made, and clarify what I meant by some.
An example of which may show up when a pilot transitions from IMC to VMC on an approach. Usually the pilot will change from stable flight to pilot induced oscillations due to this latency between visual and motion feedback to the human brain. Stay on instruments to avoid the sloppiness when transitioning to land.
I've seen these acronyms before, but can't be sure what they mean:
IMC = Instrument Motion Cue, VMC = Visual Motion Cue?
In fact, many airlines are pushing for "no motion, visual only" as a training cost saving measure. And why not?
This is likely what I heard as the “rumour” referenced in my previous reply.
Control loading forces are measured by an odd looking contraption hooked up to the Level D flight controls. This device pulls and turns against the motion system to measure results which are compared to a qualification test guide (QTG).
You would be describing a “Load Cell”, correct?
These are then validated and if within the manufacturers test data submitted in the level Ds data package, the sim is good to go. Further complementary manual testing known as manual QTGs are gathered and submitted to the authority for completion of the flight control validation and used in control loading of the level D sim. The control loading is as close as it can get to the real McCoy.The certification process is quite lengthy, and detailed around here (as everywhere else I'm sure). There is a huge amount of paperwork, and testing that we undergo every period. The FAA is quite serious about record keeping, and sim performance as you are well aware.
It's scary to think of the consequences if mistakes are made; as severe as fines/and revoking operating licenses. If I'm not mistaken, criminal
charges may also be slapped on depending on the incident. That's pretty nuts!
If it isn't in your sim, snag it. Remember, a sim is a computer. The amount of repositioning during a 4 hour training session can corrupt files and turn the sim into a WTF is going on device.
Ha, I know what you mean. A clean reboot will do wonders for these things. It’s a daily procedure at our facility, and it’s not uncommon to reboot the sim throughout the day due to a hiccup in communication between the CPU racks.
I disagree. In most, if not all, the motion IS quite adequate. ... If you want to discuss the necessity of motion I'd say there are many instances where you don't need motion. Does a pilot under training really benefit from the motion? I'd say, Yes.
I think the point of my statement ran away from me. What I meant to imply was that a level D sim as good as they are, cannot replicate
all the forces necessary to give a first timer a true sense of what a climbing, accelerating turn actually feels like. I didn't want anyone to
think that my comparison was trying to illustrate that a Level D simulator was "just as real" as the aircraft...so that is why the thread title
focused on control-loading.
As for motion in general, I agree that it's beneficial. IE: V1 cuts, or trim run-away. The trainee really gets a sense of urgency when an
engine goes down at 200' AGL as the sim yaws, and banks. As you fight the controls, and apply rudder, and aileron to get back to "wings level",
you have visuals, annunciators, and call-outs stirring up even more chaos. The motion tossing you around, and sliding you sideways in the seat
is icing on the cake for creating the final sensory freak-out to almost make you forget you're floating on a platform. Almost.
Doing that same exercise without motion just wouldn't have the cool factor in my opinion, so yes, I agree with you!
I would love to see the LCOS visual you are describing. We are currently using three generations of visuals, and there's such a difference
between all of them. These developers are doing their homework that's for sure. I'd like to see more 3-D imaging, but I'm certain the processing
speeds, and cooling requirements will be astronomical.