Motion Cueing Standards for Commercial Flight Simulation

1. Motion Cueing Standardsfor 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 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) Training definitions

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 needsdefine 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. North America: 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 Future training needs

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. Stage II Training for Proficiency Maintenance Training for Type Conversion Possible adverse maneuver training* 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 Future Training Needs • Training Needs of Europe and Americas are similar: • Want to train for proficiency • Specific training objective (e.g. pilot function and aircraft type) and 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. FULL INTEGRATION OF ALL BEHAVIOUR REQUIRED: FFS or AIRCRAFT Acquiring 3 levels of behaviour for the flying task CLASSROOM CBT PART-TASK FTD MOTION-CUEINGENVIRONMENT

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 theappropriate training means Cost efficient? 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 N Y Fixed configuration

14. Proficiency requirements Type of aircraft Training objective Type of operation Proficiency of trainee Training need Aircraft dynamics Optimization of motion-drive algorithms Aircraft motion space Determine required simulator motion space Design has to be adjusted, simulator motion space decreased Design geometry of motion system N Cost efficient? Y Fixed design 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