109 

Federal Aviation Administration, DOT 

Pt. 60, App. A 

inoperative landing, and engine failure on 
take-off serve to validate lateral-directional 
ground effect since portions of these tests 
are accomplished as the aircraft is descend-
ing through heights above the runway at 
which ground effect is an important factor. 

6. M

OTION

S

YSTEM

 

a. General. 
(1) Pilots use continuous information sig-

nals to regulate the state of the airplane. In 
concert with the instruments and outside- 
world visual information, whole-body motion 
feedback is essential in assisting the pilot to 
control the airplane dynamics, particularly 
in the presence of external disturbances. The 
motion system should meet basic objective 
performance criteria, and should be subjec-
tively tuned at the pilot’s seat position to 
represent the linear and angular accelera-
tions of the airplane during a prescribed 
minimum set of maneuvers and conditions. 
The response of the motion cueing system 
should also be repeatable. 

(2) The Motion System tests in Section 3 of 

Table A2A are intended to qualify the FFS 
motion cueing system from a mechanical 
performance standpoint. Additionally, the 
list of motion effects provides a representa-
tive sample of dynamic conditions that 
should be present in the flight simulator. An 
additional list of representative, training- 
critical maneuvers, selected from Section 1 
(Performance tests), and Section 2 (Handling 
Qualities tests), in Table A2A, that should be 
recorded during initial qualification (but 
without tolerance) to indicate the flight sim-
ulator motion cueing performance signature 
have been identified (reference Section 3.e). 
These tests are intended to help improve the 
overall standard of FFS motion cueing. 

b. Motion System Checks. The intent of 

test 3a, Frequency Response, and test 3b, 
Turn-Around Check, as described in the 
Table of Objective Tests, are to demonstrate 
the performance of the motion system hard-
ware, and to check the integrity of the mo-
tion set-up with regard to calibration and 
wear. These tests are independent of the mo-
tion cueing software and should be consid-
ered robotic tests. 

c. Motion System Repeatability. The in-

tent of this test is to ensure that the motion 
system software and motion system hard-
ware have not degraded or changed over 
time. This diagnostic test should be com-
pleted during continuing qualification 
checks in lieu of the robotic tests. This will 
allow an improved ability to determine 
changes in the software or determine deg-
radation in the hardware. The following in-
formation delineates the methodology that 
should be used for this test. 

(1) Input: The inputs should be such that 

rotational accelerations, rotational rates, 
and linear accelerations are inserted before 
the transfer from airplane center of gravity 

to pilot reference point with a minimum am-
plitude of 5 deg/sec/sec, 10 deg/sec and 0.3 g, 
respectively, to provide adequate analysis of 
the output. 

(2) Recommended output: 
(a) Actual platform linear accelerations; 

the output will comprise accelerations due 
to both the linear and rotational motion ac-
celeration; 

(b) Motion actuators position. 
d. Objective Motion Cueing Test—Fre-

quency Domain 

(1) Background. This test quantifies the re-

sponse of the motion cueing system from the 
output of the flight model to the motion 
platform response. Other motion tests, such 
as the motion system frequency response, 
concentrate on the mechanical performance 
of the motion system hardware alone. The 
intent of this test is to provide quantitative 
frequency response records of the entire mo-
tion system for specified degree-of-freedom 
transfer relationships over a range of fre-
quencies. This range should be representa-
tive of the manual control range for that 
particular aircraft type and the simulator as 
set up during qualification. The measure-
ments of this test should include the com-
bined influence of the motion cueing algo-
rithm, the motion platform dynamics, and 
the transport delay associated with the mo-
tion cueing and control system implementa-
tion. Specified frequency responses describ-
ing the ability of the FSTD to reproduce air-
craft translations and rotations, as well as 
the cross-coupling relations, are required as 
part of these measurements. When simu-
lating forward aircraft acceleration, the sim-
ulator is accelerated momentarily in the for-
ward direction to provide the onset cueing. 
This is considered the direct transfer rela-
tion. The simulator is simultaneously tilted 
nose-up due to the low-pass filter in order to 
generate a sustained specific force. The tilt 
associated with the generation of the sus-
tained specific force, and the angular rates 
and angular accelerations associated with 
the initiation of the sustained specific force, 
are considered cross-coupling relations. The 
specific force is required for the perception 
of the aircraft sustained specific force, while 
the angular rates and accelerations do not 
occur in the aircraft and should be mini-
mized. 

(2) Frequency response test. This test re-

quires the frequency response to be measured 
for the motion cueing system. Reference si-
nusoidal signals are inserted at the pilot ref-
erence position prior to the motion cueing 
computations. The response of the motion 
platform in the corresponding degree-of-free-
dom (the direct transfer relations), as well as 
the motions resulting from cross-coupling 
(the cross-coupling relations), are recorded. 
These are the tests that are important to 
pilot motion cueing and are general tests ap-
plicable to all types of airplanes. 

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