81011456 Immersive Multieqeqmedia in Education

7/29/2019 81011456 Immersive Multieqeqmedia in Education

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IMMERSIVE MULTIMEDIA IN

EDUCATION

FLIGHT SIMULATION

NAME : Ahmad Luqman Hakim bin Tuan Mohamood

I/C : 961119-03-5829

TEACHER: Hizam Bin Min


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Introduction

Flight simulation is an artificial re-creation of aircraft flightand various aspects of theflight environment. This includes the equations that govern how aircraft fly, how they react toapplications of their controls and other aircraft systems, and how they react to the externalenvironment such as air density, turbulence, cloud, precipitation, etc. F light simulation is usedfor a variety of reasons, including flight training (mainly of pilots), for the design anddevelopment of the aircraft itself, and for research into aircraft characteristics, controlhandling qualities, and so forth.

Flight simulations have varying degrees of hardware, modeling detail and realism thatdepend on their purpose. They can range from PC laptop-based models of aircraft systems, tosimple replica cockpits for familiarization purposes, to more complex cockpit simulations with

some working controls and systems, to highly detailed cockpit replications with all controlsand aircraft systems and wide-field outside-world visual systems, all mounted on six degree-of-freedom (DOF) motion platforms which move in response to pilot control movements andexternal aerodynamic factors.
http://en.wikipedia.org/wiki/Flighthttp://en.wikipedia.org/wiki/Flight_traininghttp://en.wikipedia.org/wiki/Flight_traininghttp://en.wikipedia.org/wiki/Flight


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Types Of Flight Training Devices In Service

Training for pilots

Flight simulation is used extensively in the aviation industry for the training of pilots and otherflight crew in both civil and military aircraft. It is also used for the training of maintenance

engineers in aircraft systems, and has applications in aircraft design and development, also in

aviation and other research.

Several different types of devices are utilized in modern flight training. These range from simplePart-Task Trainers (PTTs) that cover one or more aircraft systems to Full Flight Simulators

(FFS) with comprehensive aerodynamic and systems modeling. This spectrum encompasses a

wide variety of fidelity in both physical cockpit characteristics and quality of software models, as

well as various implementations of sensory cues such as sound, motion, and visual systems. Thefollowing training device types are in common use:

Cockpit Procedures Trainer (CPT) - Used topractice basic cockpit procedures, such as

emergency checklists, and for cockpit

familiarization. Certain aircraft systems may ormay not be simulated. The aerodynamic model isusually extremely generic if one is even present at

all. CPTs are usually not regulated.

Aviation Training Device (ATD) - Used for basictraining of flight concepts and procedures. A

generic flight model representing a "family" of

aircraft is installed, and many common flightsystems are simulated.

Basic Instrument Training Device (BITD) - Abasic training device primarily focused on generic

instrument flight procedures.


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Flight and Navigation Procedures Trainer(FNPT) - Used for generic flight training. A

generic, but comprehensive flight model is

required, and many systems and environmentaleffects must be provided.

Flight Training Device (FTD) - Used for eithergeneric or aircraft specific flight training.

Comprehensive flight, systems, andenvironmental models are required. High level

FTDs require visual systems but not thecharacteristics of a Full Flight Simulator (FFS)

Full flight simulator (FFS) - Used for aircraft-specific flight training under rules of theappropriate National Civil Aviation Regulatory

Authority. Under these rules, relevant aircraft

systems must be fully simulated, and acomprehensive aerodynamic model is required. All

FFS require outside-world (OTW) visual systemsand a motion platform.

Full Mission Simulator (FMS) - used by themilitary to denote a simulator capable of training

all aspects of an operational mission in the aircraft

concerned.


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Engineering simulation

Engineering flight simulators are used by aerospace manufacturers for such tasks as:

Development and testing of flight hardware. Simulation (emulation) and stimulationtechniques can be used, the latter being where real hardware is fed artificially-generatedor real signals (stimulated) in order to make it work. Such signals can be electrical, RF,

sonar, etc., depending on the equipment to be tested.

Development and testing of flight software. It is much safer to develop critical flightsoftware on simulators or using simulation techniques than it is to develop using actual

aircraft in flight.

Development and testing of aircraft systems. For electrical, hydraulic, and flight controlsystems, full-size engineering rigs sometimes called 'Iron Birds' are used during thedevelopment of the aircraft and its systems.

Technology

Motion in flight simulators

A Full flight simulator (FFS) duplicates relevant

aspects of the aircraft and its environment, including

motion. This is typically accomplished by placing areplica cockpit and visual system on a motion

platform. A six degree-of-freedom (DOF) motion

platform using six jacks is the modern standard, and

is required for the so-called Level D flight simulatorstandard of civil aviation regulatory authorities such

as FAA in the USA and EASA in Europe. Since the

travel of the motion system is limited, a principlecalled 'acceleration onset cueing' (which see) is used.This simulates initial accelerations well, and then

returns the motion system to a neutral position at a

rate below the pilot's sensory threshold in order toprevent the motion system from reaching its limits of

travel.

Flight simulator motion platforms used to use hydraulic jacks but electric jacks are now being

used. The latter do not need hydraulic motor rooms and other complications of hydraulic

systems, and can be designed to give lower latencies (transport delays) compared to hydraulic

systems. Level D flight simulators are used at training centers such as those provided by Airbus,FlightSafety International, CAE, Boeing Training and Flight Services (ex-Alteon) and at the

training centers of the larger airlines. In the military, motion platforms are commonly used for

large multi-engined aircraft and also in helicopters, except where a training device is designedfor rapid deployment to another training base or to a combat zone.


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Statistically significant assessments of training transfer from simulator to the aircraft are difficult

to make, particularly where motion cues are concerned. Large sample sizes of pilot opinion are

required and many subjective opinions tend to be aired, particularly by pilots not used to makingobjective assessments and responding to a structured test schedule. However, it is generally

agreed that a motion-based simulation gives the pilot closer fidelity of flight control operation

and aircraft responses to control inputs and external forces. This is described as "handlingfidelity", which can be assessed by test flight standards such as the numerical Cooper-Harperrating scale for handling qualities. Generally, motion-based aircraft simulation feels like being in

an aircraft rather than in a static procedural trainer. In a re-structuring of civil flight training

device characteristics and terminology that will take place in about 2012, the Level D Full flightsimulator will be re-designated an ICAO Type 7 and will have improved specifications for both

motion and visual systems. This is a result of a rationalisation of worldwide civil flight training

devices through which 27 previous categories have been reduced to seven.


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Qualification and Approval

Procedure

In order for a Flight Simulation Training Device (FSTD) to be used for flight crewtraining or checking, it must be evaluated by the local National Aviation Authority (NAA),such as the Federal Aviation Administration (FAA) in the United States. The training devicein question is evaluated against a set of regulatory criteria, and a number of both objectiveand subjective tests are conducted on the device. The results of each test, along with othersignificant information about the FSTD and its operator, are recorded in a Qualification TestGuide (QTG).

The result of the initial evaluation of the FSTD, called the Master QTG (MQTG),details the baseline performance of the device as accepted by the qualifying authority. Aperiodic re-evaluation, called a recurrent qualification, is performed regularly, generally in

one year intervals (although the interval can be as low as six months for some FAAevaluations and as high as three years for some European evaluations), and the performanceof the device is evaluated against the MQTG. Any significant deviations may result in thesuspension or revocation of the device's qualification.

The criteria against which an FSTD is evaluated are defined in one of a number ofregulatory and/or advisory documents. In the United States and China, FSTD qualification isregulated in 14 CFR Part 60. In most of Europe, as well as several other parts of the world,the relevant regulations are defined in J AR-FSTD A and JAR-FSTD H. The testingrequirements vary between the different levels of qualification, but almost all levels requirethat the FSTD show that it matches the flight characteristics of the aircraft or family of

aircraft being simulated.

The main exception to the above process is the evaluation of an ATD by the FAA.Rather than other FSTD, where each device is evaluated on an individual basis, ATDs areevaluated as a model line. When a manufacturer wishes to have a model of ATD approved, adocument that contains the specifications of the model line and that proves compliance withthe appropriate regulations is submitted to the FAA. If this document, called a QualificationApproval Guide (QAG) is approved, all future devices conforming to the QAG areautomatically approved, and individual evaluation is neither required nor available.

Until the publication of Part 60, qualification was called certification, and QTGs were

called Approval Test Guides (ATGs). The terms certification and ATG no longer have anyregulatory meaning other than for FSTD that remain qualified under FAA AC 120-45 or anyother legacy standard.


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Flight Simulator levels and other categories

US Federal Aviation Administration (FAA)

Flight Training Devices (FTD)

FAA FTD Level 4 - Similar to a Cockpit Procedures Trainer (CPT). This level does notrequire an aerodynamic model, but accurate systems modeling is required. Helicopter

only.

FAA FTD Level 5 - Aerodynamic programming and systems modeling is required, but itmay represent a family of aircraft rather than one specific model.

FAA FTD Level 6 - Aircraft model specific aerodynamic programming, control feel, andphysical cockpit are required.

FAA FTD Level 7 - Model specific. All applicable aerodynamics, flight controls, andsystems must be modeled. A vibration system must be supplied, and this is the first level

to require a visual system. Helicopter only.

Full Flight Simulators (FFS)

FAA FFS Level A - A motion system is required with at least three degrees of freedom.Airplane only.

FAA FFS Level B - Requires three axis motion and a higher-fidelity aerodynamic modelthan Level A. The lowest level of helicopter flight simulator.

FAA FFS Level C - Requires a motion platform with all six degrees of freedom. Alsolower transport delay (latency) over levels A & B. The visual system must have an

outside-world horizontal field of view of at least 75 degrees to each pilot.

FAA FFS Level D - The highest level of FFS qualification currently available.Requirements are for Level C with additions. The motion platform must have all sixdegrees of freedom, and the visual system must have an outside-world horizontal field ofview of at least 150 degrees, with a Collimated (distant focus) display. Realistic sounds in

the cockpit are required, also a number of special motion and visual effects.

European Aviation Safety Agency (EASA, ex JAA)

Flight Navigation and Procedures Trainer (FNTP)[6]

EASA FNPT Level I EASA FNPT Level II EASA FNTP Level III MCC - Not a true "level" of qualification, but an add-on that allows any level of FNPT to be used

for multi crew cooperation training.
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Flight Training Devices (FTD)

EASA FTD Level 1 EASA FTD Level 2 EASA FTD Level 3 - Helicopter only.

Full Flight Simulators (FFS)

EASA FFS Level A EASA FFS Level B EASA FFS Level C EASA FFS Level D

Manufacturers

Flight Safety International (FSI) (United States), Frasca International, Inc. L-3 Link Rockwell Collins Opinicus CAE Inc. Mechtronix Systems (Canada) Sim Industries in the Netherlands Indra Sistemas in Spain Indra Systems (United States) Havelsan in Turkey AXIS Flight Training Systems in Austria Thales Group in France and the UK CSTS Dinamika in Russia Aerosim
http://en.wikipedia.org/wiki/Frascahttp://en.wikipedia.org/wiki/Opinicushttp://en.wikipedia.org/wiki/Mechtronix_Systemshttp://en.wikipedia.org/wiki/Indra_Sistemashttp://en.wikipedia.org/wiki/Havelsanhttp://en.wikipedia.org/wiki/Havelsanhttp://en.wikipedia.org/wiki/Indra_Sistemashttp://en.wikipedia.org/wiki/Mechtronix_Systemshttp://en.wikipedia.org/wiki/Opinicushttp://en.wikipedia.org/wiki/Frasca


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Instructor operating stations

Most simulators have Instructor

Operating Stations (IOS). At theIOS, an instructor can quickly

create any normal and abnormalcondition in the simulated aircraft

or in the simulated external

environment. This can range from

engine fires, malfunctioninglanding gear, electrical faults,

storms, downbursts, lightning,

oncoming aircraft, slippery

runways, navigational system

failures and countless otherproblems which the crew need to

be familiar with and act upon.

Many simulators allow the

instructor to control the simulator from the cockpit, either from a console behind the pilot's seats,or, in some simulators, from the co-pilot's seat on sorties where a co-pilot is not being trained.

Some simulators are equipped with PDA-like devices in which the instructor can fly in the co-

pilot seat and control the events of the simulation, while not interfering with the lesson.

Flight simulators are an essential element in individual pilot as well as flight crew training. They

save time, money and lives. The cost of operating even an expensive Level D Full FlightSimulator is many times less than if the training was to be on the aircraft itself and a cost ratio of

some 1:40 has been reported for Level D simulator training compared to the cost of training in a

real Boeing 747 aircraft.

Figure 1 - The TL39 3-DoF motion simulator with IOS at MAI University


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Modern high-end flight simulators

High-end commercial and militaryflight simulators have large field-of-

view (FoV) image generation and

display systems of high resolution.All civil Full Flight Simulators (FFS)

and many military simulators for

large aircraft and helicopters alsohave motion platforms for cues of

real motion. Platform motions

complement the visual cues and are

particularly important when visualcues are poor such as at night or in

reduced visibility or, in cloud, non-

existent. The majority of simulators

with motion platforms use variants ofthe six cylinder Stewart platform to

generate cues of initial acceleration. These platforms are also known as Hexapods (literally "six

feet") and use an operating principle known as Acceleration onset cueing (which see). Motionbases using modern hexapod platforms can provide about +/- 35 degrees of the three rotations

pitch, roll and yaw, and about one metre of the three linear movements heave, sway and surge.

The NASA Ames Research Center in "Silicon Valley" south of San Francisco operates the

Vertical Motion Simulator. This has a very large-throw motion system with 60 feet (+/- 30 ft) of

vertical movement (heave). The heave system supports a horizontal beam on which are mountedrails of length 40 feet, allowing lateral movement of a simulator cab of +/- 20 feet. A

conventional 6-degree of freedom hexapod platform is mounted on the 40 ft beam, and aninterchangeable cabin is mounted on the hexapod platform. This design permits quick switching

of different aircraft cabins. Simulations have ranged from blimps, commercial and militaryaircraft to the Space Shuttle. In the case of the Space Shuttle, the large Vertical Motion Simulator

was used to investigate a longitudinal pilot-induced oscillation (PIO) that occurred on an early

Shuttle flight just before landing. After identification of the problem on the VMS, it was used totry different longitudinal control algorithms and recommend the best for use in the Shuttle

programme. After this exercise, no similar Shuttle PIO has occurred. The ability to simulate

realistic motion cues was considered important in reproducing the PIO and attempts on a non-motion simulator were not successful (a similar pattern exists in simulating the roll-upset

accidents to a number of early Boeing 737 aircraft, where a motion-based simulator is needed to

replicate the conditions).

AMST Systemtechnik (Austria) and TNO Human Factors (the Netherlands) have developed the

Desdemona flight simulation system for the Netherlands-based research organisation TNO. This

large scale simulator provides unlimited rotation via a gimballed cockpit. The gimbal sub-systemis supported by a framework which adds vertical motion. Furthermore, this framework is

mounted on a large rotating platform with an adjustable radius. The Desdemona simulator is

designed to provide sustainable g-force simulation with unlimited rotational freedom.

Figure 2 - Stewart platform


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Radio-controlling simulators

A specific field for flight simulation are radio-controlled models - mostly airplanes and

helicopters - that are steered from the ground by a transmitter. Here a major part of the learning

curve for the pilot is the coordination between finger movement - typically via two joysticks for

pitch/yaw and nick/roll - and the model reaction. RC flight simulator software thus uses an input,

mostly an USB cable, from the same transmitter that is used for the actual model. With this setup

the pilot can learn basic flying procedures without the risk of damaging the model. Current

products use photographic textures from real flight fields and mimic the model and weather

behaviour with complex physical models.

Advances in modern electronics

Advances in electronics are now starting to bring pitch & roll motion platforms down into the

realms of the high end home pilot. A simple combination of COTS (commercial off the shelf)

hardware & software now allows home builders to construct simple pitch & roll platforms with

some even building hexapod type platforms. These advances are also making it possible to home

build controls with Force Feedback which simulates external forces on the control surfaces of the

aircraft including hydraulic failures in control systems & the sensation of a landing on the

controls. See also Force Feedback Australian flight & helisim builder Rainman Simulators

currently has some of these systems in the development stage.

81011456 Immersive Multieqeqmedia in Education

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