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Aviation History
1951
1951 - 0456.PDF
284 FLIGHT, 9 March 1951 FLIGHT SIMULATOR . . . limited to the mere handling of the aircraft. Practice in navigation and, more particularly, approach and let-down procedures, are among the normal facilities offered by the trainer. At all times the crew under training fly blind, the emphasis throughout being upon instrument-flight instruc- tion. Pan American believe that route-proficiency checks can be given on the simulator, and this form of flying is done almost entirely by the use of radio aids, which are (or can be) reproduced in the simulator. It is suggested that this, coupled with three dimensional pictures of landing areas, will permit adequate round-the-world route-checks to be given without the crews leaving the ground. In addition, it is expected that the simulator will provide a proving-ground for new instru- ments and devices. Incidentally, accurate instrument repre- sentation is given for taxying and the use of nosewheel steering. The design of a simulator is based upon data supplied by the makers of the aircraft and relating to aero-dynamic and handling characteristics and to the power plants. The information is translated into electro-mechanical values, and all the control movements and forces are presented to the crew as readings on the various flight, power plant and navigational instruments. Realism is ensured by the proper control-column loadings and aural effects. After translation, the data from the aircraft manufacturers are designed into servo units incorporating key components known as contour potentiometer cards and actuated by amplifiers. Each unit may be regarded as a computer which is continuously solving with precision the numerous differential equations expressing the movements of the aircraft in space, the factors for which are fed in from signals which -originate with the movement of the flying and engine controls. The power-supply cabinet for the three computer cabinets converts power from an outside source into whatever voltage is needed. In the original Curtiss-Wright Pan American equipment the requirements varied from 320 volts D.C. to 2.5 volts A.C. The widest limits of aircraft performance can be simulated: for example, power conditions with two or more engines running with an output range of zero to 3,750 b.h.p. each; indicated air speed from zero to 400 m.p.h.; altitude from zero to 32,000ft (temperature and density vary at standard lapse-rates); gross-weight conditions from 80,000 to 140,000 lb; and centre-of-gravity limits beyond those actually permitted on the aircraft. A standard layout or building devised for the simulator is seen to comprise a large room containing the complete model crew-compartment of the aircraft; a smaller semi-air-condi- tioned room beside it containing three computer cabinets and an electric supply cabinet; and the chief instructor's office, which communicates through the briefing room with the simulator compartment. The simulator itself is entered through a bulkhead door from the briefing room. Illustrated on page 283 are the various units contained in the simulator crew-compartment. Of particular note is the One of the three cabinets housing electronic computers. Of the three, one is for flight controls, another for engines Nos. I and 4, and the third for engines Nos. 2 and 3. A fourth cabinet is for power supply. chief instructor's "trouble panel." With the aid of its con- trols, all kinds of failures and emergencies can be enacted in order to study the crew's reactions. Also additional to the equipment of the aircraft proper are the units concerned with radio aids and recording. One can be set up to correspond with radio aids and other facilities in the vicinity of an air- field at which an exercise might be started, while the other could be set up for conditions at the terminal airport. Between the two recorders is the panel for all radio conversations. Until B.O.A.C. have operational experience with their own simulator precise figures cannot, of course, be given, but they should prove to be very similar to those compiled by Pan American Airways at La Guardia. Extracts from the P.A.A. syllabus show that a full training course for the captain, first officer, and flight engineer of a Stratocruiser calls for 35 simulator hours, divided into 16 periods. Pilot and co-pilot do 15 hr each at the pilot's station, plus 2 hr each at the flight engineer's station. The first 3-hr period is concerned with familiarization; the next three 2-hr periods with handling and procedures; drills (mostly fire) and instrument approaches follow, for captain and first officer, in two more 2-hr periods. Then four 2^-hr sessions are arranged with an interchange of positions between engineer and pilots, Operating costs for the flight simulator. Initial cost for the Stratocruiser (B-377) simulator is taken as 250,000 dollars and for the Convair 240 simulator 175,000 dollars. The amortization period is taken as ten years in each case. Graphic representation of simulator annual savings plotted against number of aircraft in a fleet (P.A.A. figures). Curves are given for the Stratocruiser and Convairliner. The lower curve of each group is for five-year amortization; the upper two for ten-year amortization. B-377 TOTAL OPERATING COST CV-240 INITIAL & RECURRINS TRAINING 1000 2000 3000 SIMULATOR HOURS PER YEAR 4000 20 25 30 39 NUMBER OF AIRCRAFT 10 20 30 NUMBER B-377 AIRCRAFT 40 SO
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