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1. Introduction
Background
Purpose of Flight Simulation
Flight simulation had its origins near to those of powered flight itself (ref. 1). Since then, simulation has been used principally for two distinct disciplines in aviation: training and research and development. However, flight training is its most frequent application, in which it is used primarily to reduce cost and increase safety. Almost all of the major airlines use flight simulation today whenever they can receive a training credit for doing so. This is because an hour in the simulator is less expensive than an hour in the airplane. For example, a B-747 aircraft costs about $12,500 per hour to operate versus about $750 per hour for a 747 simulator (ref. 2).
These cost reductions are put to both training and retraining uses. The Federal Aviation Administration (FAA) will certify certain simulators such that, with only simulator training, a new pilot may fly the actual aircraft for the first time carrying passengers (ref. 3). Once a pilot is qualified in a particular aircraft, mandatory periodic proficiency checks are then conducted in the simulator. Some of these latter checks may also include recovery from failures or unusual attitudes (ref. 4). This training is considered too hazardous to perform in the actual aircraft.
Although the previous discussion relates to fixed-wing transport training, a similar use for flight simulation is under way for helicopter training. For helicopters, however, less is known about what level of fidelity is needed for these simulators. The FAA has released an Advisory Circular suggesting fidelity requirements for helicopter simulators (ref. 5), but little data exist to support the requirements. Its development started with the fixed-wing Advisory Circular (ref. 3), and the specifica-tions in most areas were made more stringent owing to the greater dependency a pilot places on external cues in helicopter flight than in fixed-wing flight.
The other principal use of flight simulation is for research and development. When an aircraft system, or component, reaches a mature level of development, it is often evalu-ated by a pilot in simulation. These simulations may be used to evaluate a new vehicle’s handling qualities or the functionality of a new system component in a more realistic and safer environment prior to flight testing. Flight simulation results may also yield a final product, such as data for a handling-qualities specification. Finally, flight simulation may be used to determine the causal factors in an accident. An accident scenario can be duplicated in order to hypothesize crew action in response to events.
In the above instances, flight simulation attempts to imitate flight. Figure 1 illustrates the key components of simulation and flight. In flight, a pilot receives cues that indicate vehicle motion in three main ways. First, motion is perceived from visual cues with the eyes. Second, the pilot perceives motion from the vehicle’s acceleration. Third, the pilot can infer, or predict motion, via the kinesthetic force and position cues that the vehicle’s force-feel system provides. The latter is an often neglected, but important, cueing source (refs. 6, 7).
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本文链接地址：Helicopter Flight Simulation Motion Platform Requirements(5)
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