1. Motion Cueing Standards for Commercial Flight Simulation
Sunjoo Advani & Ruud Hosman
A.M.S. Consult

2. Simulator design today
System specified to meet FAA / JAA training regulations
Motion cueing heuristically adjusted to “feel” like the aircraft
System is adjusted at a phase when actually little adjustment is possible
Does not account for variations in training needs

3. Shortcomings of current simulator specifications
Acceptance pilot must acknowledge the cues as provided
Trainee learns that these cues are inherent to the simulator, and may not be the same as in the aircraft
Training organization must continue to provide adequate training with the device
Question: Does the present approach fulfill the training needs of tomorrow?

4. Training definitions Training obectives Training needs Training means
Required level of proficiency of successfully-trained candidate
Difference between required level of profciency (training objective), and actual (current) capability
The systems used for the training (from CBT to FFS)

5. Simulator-based pilot training
Ultimate goal: Acquisition of acceptable behaviour for control, guidance and management of the flight vehicle in all flight situations.
Required training is dependent on certain factors:
desired capability of trained candidate (objective)
current capabilities of candidate
Training need = required training gradient
Training needs define the training means

6. Approach Understand future training needs
Identify Current Simulator Deficiencies
Then,
Actions for Future Implementation
Resulting categorization of training requirements
Technical consequences

7. Future training needs North America: Europe:
Expected general shortage in near future
Majors can still rely on military, regionals, etc. for pilot demand
Situation more critical for regionals (replacement when pilots graduate to majors - $$)
Concern: How can these voids safely be filled by training
Europe:
No real source of pilots for airlines, except from training academies (demographic change)
Increasing environmental lobby to reduce in-flight training
Leading to true ab initio
Concern: How far can ab initio be applied for type rating training

8. Conclusions:
Problem in N. America and in Europe is similar from training needs perspective
Simulation-based training will play an increasing role in the training process

9. Future Training Needs and Stage I Stage II
Training Needs of Europe and Americas are similar:
Want to train for proficiency
Specific training objective (e.g. pilot function and aircraft type)
Stage I
Training from basic flying skills to modern flight-deck environment, in a cost-effective way (incl. Type Rating)
NO use of target aircraft
Training ab initio pilots completely in the simulator requires some refinements
and
Stage II
Training for Proficiency Maintenance
Training for Type Conversion
Possible adverse maneuver training*
Training experienced pilots works well with today’s technology (except *)

10. Requirements for Synthetic Ab Initio Training
Require acquisition of Skill, Rule & Knowledge-Based Behaviour
Skill-Based Behaviour critical to basic flight control:
Require an environment with little or no adaptation
Perception of self-motion is critical
Must deal with following issues:
Motion cueing strategy
Transport delays (simulator bandwidth)
Ability of motion-base to generate these cues

11. Acquiring 3 levels of behaviour for the flying task
CLASSROOM
CBT
PART-TASK
FTD
MOTION-CUEING ENVIRONMENT
FULL INTEGRATION OF ALL BEHAVIOUR REQUIRED:
FFS or AIRCRAFT

12. Current Knowledge
Need to continue research into human perception and action, however we now do know that:
The pilot perceives motions through both visual and vestibular information simultaneously
Skill-based behaviour deals with the inner loop; Motion feedback dominates in aircraft attitude control
Rule and Knowledge-based behaviour deal with the outer loops (guidance and navigation)
Visual-vestibular perception supports situational awareness
Time delays, even as low as 50 ms, begin to require compensatory action (adaptation to the simulator) by the pilot
The only design freedom in the simulator is the motion drive algorithm and the geometry of the motion-base

13. Selection of the appropriate training means
Proficiency requirements
Type of aircraft
Training objective
Type of operation
Training-needs driven
Systematic definition of cueing environment for skill-based behaviour
Integrates training experience, motion perception and motion cue generation
Allows distinction between Stage I and Stage II training
Proficiency of trainee
Training need
Aircraft dynamics
Select motion-drive algorithms
Aircraft motion space
Select motion-base with required work space
Feedback of cost-effectiveness of system choices
Evaluate motion system capabilities
Cost
efficient? N Y
Fixed configuration

14. Proficiency requirements
Training objective
Training need
Optimization of motion-drive algorithms
Determine required simulator motion space
Design geometry of motion system
Fixed design
Cost
efficient?
Type of aircraft
Proficiency of trainee
Aircraft dynamics
Aircraft motion space
Type of operation
Design has to be adjusted, simulator motion space decreased N Y
Actions
1 Develop and objectively specify motion cueing criteria; recognize interaction of visual-vestibular stimulation in motion perception
2 Specify motion system envelope (and not only maximum excursions)
3 Recognize differences in motion (and other) requirements for Stage I and Stage II training

15. Result: Differences in fidelity levels for:
Ab Initio Training - highest level, requirements dictated by skill-based
Type Conversion Training - medium level
Proficiency Checking - lowest level, req’ts dictated by rule and knowledge-based

16. Technical consequences:
Equivalent time delay may vary between 50 and 120 ms, depending on training stage
Differentiate motion-drive algorithm parameters (as a function of fidelity level and flight conditions)
Motion system workspace based on training stage