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 descending through heights above the runway at
which ground effect is an important factor.

kpayne on VMOFRWIN702 with $$_JOB

6. MOTION SYSTEM
a. General.
(1) Pilots use continuous information signals to regulate the state of the airplane. In
concert with the instruments and outsideworld 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 subjectively tuned at the pilot-s seat position to
represent the linear and angular accelerations 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 representative sample of dynamic conditions that
should be present in the flight simulator. An
additional list of representative, trainingcritical 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 simulator 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 hardware, and to check the integrity of the motion set-up with regard to calibration and
wear. These tests are independent of the motion cueing software and should be considered robotic tests.
c. Motion System Repeatability. The intent of this test is to ensure that the motion
system software and motion system hardware have not degraded or changed over
time. This diagnostic test should be completed
during
continuing
qualification
checks in lieu of the robotic tests. This will
allow an improved ability to determine
changes in the software or determine degradation in the hardware. The following information 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 amplitude 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 acceleration;
(b) Motion actuators position.
d. Objective Motion Cueing Test - Frequency Domain
(1) Background. This test quantifies the response 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 motion system for specified degree-of-freedom
transfer relationships over a range of frequencies. This range should be representative of the manual control range for that
particular aircraft type and the simulator as
set up during qualification. The measurements of this test should include the combined influence of the motion cueing algorithm, the motion platform dynamics, and
the transport delay associated with the motion cueing and control system implementation. Specified frequency responses describing the ability of the FSTD to reproduce aircraft translations and rotations, as well as
the cross-coupling relations, are required as
part of these measurements. When simulating forward aircraft acceleration, the simulator is accelerated momentarily in the forward direction to provide the onset cueing.
This is considered the direct transfer relation. 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 sustained 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 minimized.
(2) Frequency response test. This test requires the frequency response to be measured
for the motion cueing system. Reference sinusoidal signals are inserted at the pilot reference position prior to the motion cueing
computations. The response of the motion
platform in the corresponding degree-of-freedom (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 applicable to all types of airplanes.

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